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RYAN AERONAUTICAL COMPANY
LINDBERGH FIELD, SAN DIEGO, CALIF.
March 22, 1946
To keep all who are interested in the affairs of the Ryan company informed about
our progress, plans and people, we're adopting this news-letter type of btilletin,
feeling that it vdll perform a useful service to employees, stockholders and
others interested in the Ryan organization. As long as it serves a purpose, and
readers find it worthwhile, we'll keep it coming. But bear in mind that these
bulletins often contain information of a strictly confidential nature vriiich, if
improperly used, could work to the disadvantage of the company and its plans due
to improper timing or inaccurate quotation. All public announcements concerning
material in these bulletins will be made only by the company. These bulletins
are for your personal use and information only .
Of great scope and importance to the company and its employees at the present
time is our major project, which is for the U, S. Navy - the advanced version of
the basic Fireball type of composite-engined combat aircraft. .Vork has been in
progress for some months on design and development, and our engineering and ex-
perimental departments are beehives of activity. This program is scheduled over
an extended period of time, and is expected to be supplemented by still further
orders of both a development and production nature.
Navy officials here recently inspecting the mock-up of our newest fighter model
have returned to the Bureau of Aeronautics at VJashington. V/e have reason to feel
that our accomplishments on this project has been well received by the group of
experienced combat pilots and design experts who spent a great deal of time vrork-
ing here in the closest cooperation \^rith our engineers and technicians. All Ryan
personnel who have been working on the project are to be congratulated on the ex-
cellent progress we have made to date. Ed Rhodes, assistant chief engineer, has
just returned froft VJashington where he had been coordinating the work which neces-
sarily followed the recent Navy inspection trip at the plant.
The Stainless Steel Manufacturing Division , an important unit of the company's
operations, formerly known as the Exhaust Systems lianufacturing Division, is now
operating under this new and more appropriate title, due to the broadening of its
line of products. Its present production volume represents a gratifyingly high
percentage of its wartime level. Its products, of course, are aircraft exhaust
systems and allied accessories such as heat exchangers, shrouding, flame dampeners,
turbo-supercharger housings, wing anti-icing ducts, etc. It also includes an ex-
panding volume of parts and accessories for jet and gas turbine engines.
In the rapidly developing jet field our organization is in a uniquely advantageous
position due to its intimate engineering knowledge of this highly technical sub-
ject. This knov/ledge has been gained through the research and development vrork we
are doing in connection i\dth designing and building airplanes utilizing turbo-jet
power, and the great advantage it gives our accessory manufacturing division can
be readily appreciated.
I yj ^ ^ Twenty-four Years of Leadership in Aviation /^•^^l)
A number of non-aeronautical products of stainless steel which fit the facilities
and techniques of this division are being developed for early production. Our
sales ajnd manufacturing executives are very active and are successfully develop-
ing new sources of business for additional products of a similar nature. Ryan's
wartime production experience as one of the largest fabricators in the world of
products made from stainless steel sheet, places us in a very strategic position.
Contracts totaling more than $2,500,000 in nevj exhaust manifold business have been
signed in the last 60 days assuring a continuing high production rate in this
section of the stainless steel raajnufacturing division. A large share of this post-
war business is for installation of Ryan manifolds on the country's newest and
largest four-engined long-range passenger and cargo transport airliners.
These orders are valuable not only for present production but for future business
through replacement requirements. Transport planes have a five to ten year period
of service use, during wnich the exhaust systems must be periodically replaced be-
cause of the gradual deterioration of even the finest heat-resistant alloys due to
continuous exposure to the extreme temperatures which the manifolds are required
to handle on engines of two and three thousand horsepovrer,
Ryan manifolds \'d-ll be standard equipment on the giant Boeing 0-97 Stratocruisers
and on Douglas Aircraft's DG-6 airliners, both of which will make their appearance
later this year on the commercial skyways. Fiyan manifolds, under the new con-
tracts will also be furnished for the B-50 superbomber, which is the advanced ver-
sion of the B-29; for the 0-54 military transport, Douglas C-74 Globemaster trans-
ports and Northrop' s radical B-3'5 flying wing bomber.
Employees and management alike can find real satisfaction in the knowledge that
labor difficulties, so widely and seriously interferring mth necessary peacetime
production elsewhere throughout the country, will not jeopardize the welfare of the
Ryan company and its workers. Committees representing the management, the United
Automobile Workers and United Aircraft Welders have by extended, but sincere,
negotiations reached agreement on all points, assuring uninterrupted production
and payrolls, '.Ve should all feel fortunate that labor and management at Ryan have
succeeded where others have failed, and that the road ahead is clear.
Wage increases for all hourly-paid employees , including those in technical, office
and engineering capacities, will be granted to Ryan workers, retroactive to Febru-
ary 18th, if, as anticipated, government approval for which the company has al-
ready applied is obtained. Employees receiving less than $1.10 per hour ai*e granted
increases of 16 cents per hour, and those earning $1.15 or more per hour are ad-
vanced 17 cents. In the case of welders, the provisions are somewhat different
under their contract but the benefits are comparable. In the future, all hourly-
paid employees mil receive 12 days (eight work hours each) leave of absence with
pay, which may be used as vacation, sick leave or time off with pay on recognized
holidays falling on work days. (When time off is used for sick leave, a doctor's
certificate is no longer necessary).
To speed up payments to employees under the higher wage rates , Robert L. Clark,
head of VJage and Salary Administration, has flo^vn to Washington for conferences
with the Wage Stabilization Board and Salary Stabilization unit of the Treasury De-
partment. This should eliminate any of the unnecessary delays which other companies
have experienced when trying to handle the mai/ter by mail. We sincerely hope for
early government approval of the increases recently announced.
An Interim Report to stockholders covering the first nine months of the year 1945
has been issued. This included the announcement that the regular annual report
covering the full fiscal year of 1945> normally issued about llarch first, has been
postponed for approximately ninety days. This was found necessary due to the major
effect, on the year end financial statements, of the results of the final settle-
ment of terminated government contracts, which are now so indefinite as to make
any statements issued at this time inaccurate. For that reason, the Interim State-
ment was issued and covers the first nine months only. The Interim Statement shov;s
a total dollar volume of business for the nine-month period of $43^077^815, and a ,
net profit of 1244,895.
Indicative of the management's confidence in the future is the fact, probably here-
tofore little known to employees, that the company is in the process of investing
more than half a million dollars of its capital in equipment which is being ac-
quired from the Defense Plant Corporation. Surveys have been completed of all
government-owned manufacturing equipment, machinery, fixtures and facilities which
during the war were supplied to supplement company-owned equipment used in war pro-
duction. That which can best be used by the company in its peacetime and continu-
ing military development programs is being acquired by outright purchase.
The company has been signally honored by the Navy in extending an invitation to
have a representative of the I^an organization fly with the Naval Air Transport
Service on a two-weeks air tour of the Pacific war areas which will take execu-
tives of several selected companies which man^lfacture equipment for NATS to Tokyo
and return. As your representative, I'm to leave in a Douglas DG-4 (the Navy calls
them R5Ds) from Oakland this week-end. The trip is planned so that the various com-
pany men will have an opportunity to study their own products in service. It will
be an excellent chance for me to see how Ryan manifolds stand up in actual opera-
tion and how our service organization's cooperation with NATS can be still further
improved. We'll be stopping at Honoliolu, Guam, Ivlanila-and Shanghai - but like
others who will be aboard, I'll be looking forward with most interest to the trip
to Tokyo and an opportunity to see the effects of air povrer on the Japanese home
It's my hope that soon after our return there will be a chance for me to talk in-
formally T.vith many of you personally and to report at some length to all of you
in these pages. For the past two weeks the Navy has been seeing to it that I'm
properly innoculated for all the tropical diseases - cholera, tetanus, typhoid,
typhus and cowpox. This gave one of our employees (who was taking care of the ar-
rangements for the "needlework") the chance to tell me to my face that I was "half
shot," and, since he was right, I had to let him get away with itl
An intensified FR-1 final demonstration and test program is being hurried to con-
clusion. It should be explained that during the war few, if any, operational air-
planes completed the final demonstration tests required by the formal government
contracts because of the concentration on getting combat planes into operation.
Now, with ample time available, final demonstrations of the Fireball are being con-
ducted. Al Conover, Head of Flight Research and Chief Test Pilot, is nov; at the
Naval Air Test Center, Patuxent, Maryland, conducting final high speed dives and
high G pull-outs. The work is proceeding satisfactorily with project engineer Bill
Iramenschuh, servicemen Ed Sly and engineer Karsten Solheim on hand to aid Conover.
At the Naval Aircraft Materiel Center . Philadelphia, the Fireball, along with the
F7F and F8F fighters, is undergoing final static tests. The tests are being made
of a production airplane in order to prove the results of the static tests con-
ducted by our company, as the contractor, here at the plant. Meanwhile, the Es-
cort Aircraft Carrier, Bairoko, is operating out of San Diego with the Fireball
fighter squadron of Air Group 41, under command of Lieut. Comdr, John F. Gray,
aboard to conduct further pilot qualification tests.
The first carrier landing of a plane under jet power only , though it has not been
widely publicized, is claimed for the Ryan FR-1 Fireball by the U. S. Navy ac-
cording to word received from Vfashington where the Bureau of Aeronautics released
the story to the nation's nev/spaper, radio and magazine writers. The landing of
the jet-pushed, propeller- pulled Fireball, using its jet engine only, was unpre-
meditated. It was made in November aboard the escort carrier "Wake Island" by
a pilot of Air Group Ltl who made the pioneer jet lajnding when his plane experi-
enced an almost complete power failure in the conventional engine as he was mak-
ing his landing approach. Quickly starting his jet engine, he continued his ap-
proach and landed safely.
"This landing confirms our long-held belief that such a feat could be accomplished
successfully," Navy spokesmen are reported to have commented in releasing the an-
nouncement. The Fireballs, of course, have made innumerable carrier landings
using both power plants, or the front engine only, but never before had a plane
landed on its jet unit only. Since last November, the British have landed one of
their all-jet planes on a carrier, but this was on the deck of one of their large
carriers, vfhereas the Fireball was landed on the much smaller escort type.
The other day I came across an editorial advertisenent, one of ain excellent series
prepared by the Warner and Swasey people who make turret lathes, which has a lot
of good, sound thinking, and I'd like to pass it along as something I believe
you'll find worth reading -
"Vfealth is not money - it is the things we use : houses, radios, food, clothes.
The only good anyone can get out of money is to use it to buy these things. If
you had all the money in the world and there were no things to buy, you'd starve
and freeze. True wealth - the things that make life worth living — can't be
distributed like so many playing cards — it has to be produced every hour of
every day of every year, or there would be none and vre'd all soon die of starva-
tion, cold and disease. Nobody can distribute what isn't made. First it has to
be produced, and the people who produce it will share in it. Some of the pro-
duction of course has to go to pay for the factory or farm that makes it possi-
ble. Some has to go to the honest government that safeguards the factory and
farm and workers. The rest (and it's two-thirds or more of the total wealth pro-
duced) goes to the people who did the producing, in the form of wages. The more
they produce efficiently, the more there is for them to divide. . And that's the
way wealth should be distributed — the only way it can be distributed. .. .the
more you add to the vrorld's goods, the more there is for you to share."
RYAN AERONAUTICAL COMPANY
LINDBERGH FIELD, SAN DIEGO, CALIF.
April 5, 1946
"Operation Frostbite ." That's the intriguing designation of the Navy's important
sub-arctic operational carrier trials in vrfiich Ryan's jet-pushed, propeUer-pxilled
FR-1 Fireball fighter plane recently took part. The tests were conducted aboard the
giant aircraft carrier "Midway" between Labrador and Greenland to learn whether a
carrier built for the temperate and tropic zones can operate its planes effectively
among the icebergs in Far Northern waters.
Cold-weather operation of .jet propulsion engines was evaluated aboard the "Midway"
by tests of the Fireball, the only jet-powered aircraft assigned by the Navy to
this important equipment research project. Beqause the I^an FR-1 is the Navy's
first combat plane to use jet propulsion, it was a logical choice for the sub-arctic
operational test assignment, ■ New equipment tested in the frigid regions included
such innovations as snowplows to clean the giant flight deck of the carrier, a heli-
copter for effecting air-sea rescues, baskets attached to cranes projecting from des-
troyers to snatch crashed pilots from the icy waters, and exposure suits to protect
fliers when forced down.
Favorable -comnents regarding the mock-up of Model 30 (designated XF2R-2 by the Navy)
and the manner in which it was presented at the factory to a special Navy board from
Washington are continuing to come in. Officers both at the Bureau of Aeronautics,
Washington, and at the Patuxent, Maryland, Test Base have remarked on how well the
job was handled. We have a very pressing schedule on Model 30 work, but all depart-
ments concerned are hitting the ball, and schedules are being kept. As of this week,
57 percent of engineering information was due to be in the hands of the Bureau, while
58 percent has actually been submitted. The percentage of completion for all engi-
neering information on Ifodel 30 is now 1^6%, compared with 47^ scheduled to have been
done at this time,
Ryan's dominant place in manufacture of exhaust manifold systems, and the concen-
tration of this industry in San Diego, has again been forcefully called to the at-
tention of this city and its business leaders through a main-feature pictorial story
in a recent issue of the San Diego Journal,
A paradox in the present employment picture , not only locally, but all over the cotin-
try, is the fact that there exists today a greater demand for skilled aircraft engi-
neers than ever before in history. Basically the reason is that there are now more
new design projects than during the war, when the Army and Navy encouraged concen-
tration of but one or tvro design and production programs in each of the aircraft
plants. Now all of the companies have retvimed to a competitive basis for new con-
tracts from the military services, and for transport, commercial and private air-
plane business. Each is making a supreme effort to originate the most advanced new
designs for further development £ind production. Because of several new projects on
which Ryan is working, our need for additional experienced engineers in Tery acute,
I\/ ^2 Twenty-four Years of Leadership in Aviation 1^40
Vfe especially need stress analysts, design engineers and structures engineers . You
can assist the company by passing this information along to anyone you know who
might qualify for one of these positions.
Another exceptionally busy spot in the Ryan plant is the Modeling Department which is
now on a 58-hour, 6-day work week. New projects for exjhaust manifolds, military air-
craft and a number of non^aero nautical products are the reason for tte heavy work
schedule. The con^jany is trying to hire additional plaster pattern makers, and in
the meantime is temporarily sub-contracting some of the new modeling w>rk to Los'
Angeles firms. With modeling the first stage of many of our mantifacturing processes,
the heavy schedules in this section indicate that an increased tenqx) in production de-
partments can be anticipated.
Maintaining liaison with the Army and Navy in order that the company keeps fully a-
breast of current thinking and new design trends of the military services has always
been of major importance to the future of the Ryan organization. Because this is as
true today as during the warj_ hardly a week goes by without some of our people "on
the road" betvreen the plant and Washington, Early next week, for exan^jle. Art Mankey,
assistant to the President, in charge of engineering-manufacturing coordination, and
Ben Salmon, chief engineer, leave for conferences at Washington with the Navy's Bureau
of Aeronautics and at Wright Field, Dayton, with the Army's Air Materiel Command con-
cerning new projects in which the company is interested. Shortly before his scheduled
departure, Salmon spent two days at Muroc Dry Lake, the Array's principal west coast
test base, and -the center of much new development vork on jet propulsion.
Engineers specifically assigned to Model 30 . are also kept busy with military and in-
dustry contacts, Dave Williams, project engineer, and William Edell, povrer plant
group leader, have been at the Bureau of Aeronautics this past week, and yesterday
were due at the General Electric jet plant at Lynn, Mass., to coordinate power plant
problems of the advanced version of the Fireball, Today they wiH be at the Westing-
house plant at Philadelphia to acquire details of that company's jet propulsion engine
projects. Robert Close, meanwhile, is at the Bureau coordinating Model 30 fuselage
drawings lAftiich have been submitted for appnsval.
The Equipment, Armament and Electronics Laboratories at the Army's Air Materiel Com^
mand headquarters, Wright Field, vdll be visited next week by Sam Beaudry, electrical
and radio design engineer, and Harold Hasenbeck, supei^sor of the engineering labora-
tory. The Air Forces have called a conference of technical experts of those aircraft
companies -vrorking on advanced type combat aircraft to discuss new research programs.
This occasion will permit industry engineers to become familiar with Wright Field
laboratory facilities and personnel, and to learn the present state of development
of new and greatly advanced techniques. Later, vdth standards engineer Tom Heame,
Beaudry will attend the Chicago meeting of the National Aircraft Standards Committee,
and will then visit the Bureau of Aeronautics, Washington, and the Airborne Instru-
ments Laboratory, New York, before returning to San Diego.
Jobs come from ideas ! Ideas, for example, like a mechanical refrigerator. In 1921
this invention was dismissed by one critic as a futile experiment. Today there are
more than 20,000,000 such refrigerators in 'America - and the public is clamoring for
niore. An idea is a radio. In January 1922, an editorial writer said that
radio belonged in the toy world. Today there are 32,500,000 radios in the nation.
An idea is a typewriter. One of the first attempts to conduct a class in type-
writing was called foolish and misguided. Today it is estimated that 1,500,000
women are employed as typists, stenographers and secretaries.
But an idea in the raw is only the first step ; It is only good if it works] Who
makes it work? Who bridges the gap between inspiration and production? All of us
— employees, stockholders, management — have a hand in that. But the greatest
responsibility for bridging that gap falls on management, for it must find the money
(it costs an average of $5000 to create a single job in modem industry), hire the
employees; perfect special techniques for economic manufacture, organize the distri-
bution, inform and persuade the potential buyer. To make new ideas work — and our
company has its share of them — takes the cooperation and interest of all of us.
Then, and only then, does the idea become productive and serve the greatest number
of people. Only then does it turn into a pay envelope.
The final demonstration of the FR-1 Fireball being made by Al Conover at Patuxent is
progressing exceptionally well despite the inevitable delays of weather and minor ad-
justments. Practically all of the dives have been completed, and it now appears that
the flight phase of the demonstration, barring unforeseen contingencies, will be com-
pleted by the time this news-letter is in your hands. On Monday of this week, Con-
over made sdx separate flights, getting six dives and other demonstrations out of the
way — a good days performance for any pilot. FR-1 project engineer. Bill Iramenschuh,
who was with the group during the major part of the program, has returned to San Diego,
and Karsten Solheim, instrumentation engineer, and Ed Sly, service representative, are
continxiing on the job to the finish. All of our people working on this project de-
serve the highest commendation for the manner in which the tests have been carried on.
One-third of all Ryan employees have at least 5-years service with the company 1 Tiiat
outstanding record is the best possible evidence that the calibre of personnel now
comprising our key organization is the highest in ths company's history, consisting
of experienced, energetic men and women who know their jobs. The fact that 503 of
our people have been with us five years or more came to light the other day when ser-
vice pins were being presented to employees recently returned from duty with the Array,
Navy and Marines, who were given I^n seniority credit for the time they spent in
military service. Just before his departure on an inspection flight of the Pacific
with the Naval Air Transport Service, Claude Ryan presented lO-year service awards
to two of our older enqjloyees - Erich Faulwetter, foreman of the sheet metal depart-
ment, aiid FdM Lehman, welding research analyst in the laboratory.
You'll soon be seeing the Fireball in the newsreels again . Test Pilot Al Conover re-
ports from the Navy Test Center, Maryland, that he flew the FR-1 for an hour and a
half one day last week for Fox Movietone Newsreel cameramen. The special flints
were sandwiched-in between the final demonstration acceptance tests Conover is now
running for the Navy. Five newsreel companies last fall covered the first public
demonstration of Fireballs both at San Diego and at Washington.
"The Ryan S-T is still ten years ahead of most other light aircraft ." That's the
opinion expressed by an Australian pilot-instructor in a recent letter to our air-
plane service department. Bringing our records up-to-date on the disposition of Ryan
trainers built in war-time, the Australian correspondent reported that "I am at present
flying a Ryan STM which was released by the Royal Australian Air Force for our civil
flying. It was formerly used as a seaplane by the Netherlands East Indies government
and is one of about 20 that will soon be operating here in Australia."
Pioneering work of the I^n company in combining for the first time in the Fireball,
the advantages of coraposite-engined power from propeller and jet propulsion is start-
ing a vrtiole new trend which is being closely watched by aeronautical experts through-
out the world. Already the Army has announced its counterpart of the Fireball - the
XP-81, vrtiich uses a gas turbine (in place of a conventional reciprocating engine)
turning a propeller in combination with a thermal jet engine in the tail. Other
composite-engined designs are on the way, but are not yet ready for public an-
Further refinement of the gas turbine engine and development of new super-fuels of
high chemical energy in relation to weight are the two most important factors which
will extend the economic advantage of the airplane. This was the message given mem-
bers of the San Diego section of the Institute of the Aeronautical Sciences recently
by Ben Salmon, Ryan's chief engineer. Given a liquid fuel of high energy content,
turbine designers will transform that chemical energy into mechanical motion #iich
the aeronautical engineer will convert into more efficient and economical air trans-
portation than any we have yet envisioned,
"There exists no doubt ," Salmon told the engineers, "that, given a set of require-
ments for a new airplane so long as they include a specification for high cruising
or top speed, that plane which is designed around a ccxnposite power plant (jet and
propeller) will excel in overall performance. Such a power <»mbination is indi-
cated in those cases vrtiere more high-speed performance is required than is obtain-
able from a propeller-driven power plant alone, and v^here range, take-off charac-
teristics, cUmb and maneuverability cannot be compromised, as is now the case with
the all- jet airplane,"
How effortlessly and safely a lad of 13 or younger can be taught to fly an airplane
is the theme of a motion picture to be produced by a group of four military veterans
newly set up in the movie business, according to Hollywood reports. The star of the
picture will be 13-year-old Marvin Whiteman, Jr. , vrtio recently completed his sixty-
first hour in the air at the controls of his father's Ryan S-T — all dual time, of
course. Young Whiteman began taking instruction from his dad at the ripe old age of
eight. Taking up flying at an early age seems to nm in the family. His father is
now teaching Marvin's 11-year-old sister, Lynn Carol, to fly. The Whitemans are en-
gaged in a campaign to try to convince the Civil Aeronautics Administration that Mar-
vin, Jr., and other qualified young pilots should be given licenses in spite of their
Word from the Naval Air Transport Service , as this news-Letter went to press, was
that Claude Ryan and other aircraft executives on the trans-Pacific survey flight had
departed from Guam on Monday for Manila. By this time, however, they should be in
Shanghai, and early next week will visit Tokyo before starting the return flight. Mr,
Ryan's departure out of San Francisco was held up one day so that the aircraft execu-
tives might make the flight to Honolulu in a Mars fouivengined flying boat. At HaTrciii,
they resumed the trip in a Navy R5D four-engine landplane. Here at the plant vrtiere
I^an makes the manifoDds for the plane, we know the R5D better by its Army designation,
Since Mr. Ryan left on his trip a considerable volume of material of interest to emr-
ployees and stockholders has crossed our desks, and we wanted to take this means to
pass along information we felt would be of value to news-letter readers.
RYAN AERONAUTICAL COMPANY
LINDBERGH FIELD, SAN DIEGO, CALIF.
May 7, 1946
Only highlights of a three-week, 20, 000-mile trans-Pacific air trip can be covered in a
report this brief, but having traveled with the Naval Air Transport Service as a ^yan
representative, I feel you will want to know something of my ejqieriences and impressions.
In so brief a time no one can become an "expert," I know, then, you will accept ray views
as those of an average American traveler, with the advantage, however, of many informal
talks with leading naval and military men well-versed in conditions in the Orient, De-
tails of much of our sightseeing must necessarily be left out, but our hosts. Rear Ad-
miral J. W. Reeves, Jr. and Commander George Fouch, provided most amply.
Great admiration for the marvelous NATS organization was foremost in the minds of the air-
craft officials who made the trip to observe their products in actual use. Spreading from
island to island across a vast ocean, NATS is one of the world's great airlines, operating
quietly and efficiently in peacetime as in war without proper recognition. The potential-
ities of commercial airline traffic in the years ahead were dramatically emphasized by the
great distances, which by plane, reduce to hours the days reqiiired for surface travel.
Lasting impressions of the trip t Our too-rapid demobilization vAiich has left insufficient
manpower to handle even routine duties. Inflation in China - $4,000 for dinner ($2 in
American money). Inqxsrtance of our bases at Hawaii, Kwajalein and G^lam. The 1898-style
guns with vrtiich we tried to defend Corregidor - a lesson for the future. Enjoyable hours
spent in the co-pilot's seat, flying with Comdr. "Dutch" Shiittleworth, our plane conanander.
The destruction of Jap cities, particularly Hiroshima, and the beauty of Mt, Fujiyama.
The feeling that our failure to "stand up" to Russia is winning us only their contempt.
Flying along the coast of Hawsdi vrtiere waterfalls plunge hundreds of feet directly into the
blue Pacific, The cooperation and self-reliance of Japanese civilians - a tribute to the
authority and exceptionail ability of General MacArthur. Meeting old friends, mostly San
Diegans, half way around the world. Shanghai, cross-roads of the east - one of the great
cosmopolitan cities of the world. The wreckage of Jap-dynamited and bombed Manila. The
dependence of the Philippines upon the United States j a dependence vflaich has retarded in-
itiative on their part in getting back on their feet.
* # *
The Martin Mars, largest seaplane flying , was lying alongside the Alameda Naval Air Station
float with its navigation lights burning, as we boarded her at dusk. We had just come
from the flight office where we had been bidefed on "ditching" procedure and survival at
sea on a life raft in the eventuality of an emergency landing. We rose rapidly off the
water climbing over the Bay and San Francisco bridges with the early evening lights of San
Francisco and the Bay Region vanishing in the distance as we headed 2400 miles west over
the Pacific, A double-deck flying boat, the Mars can be very spacious as a transport, b\it
our plane was a freighter without soxmdproofing or usueil passenger comforts. I stayed up
late on the large flight deck to learn vrtiat I could about piloting and navigation tech-
niques on over-water flights.
Landing at Honolulu on the island of Oahu . we were met by Naval officials and newspaper-
men. On an inspection trip of the Naval Air Station, I met some of the officers in charge
of maintenance and overhaul and disctissed our exhaust manifold service and maintenance with
them. There were no particular problems, but they did request certain additionail seirvicing
information which is being forwai^ied to them, I also suggested that we might aid in im-
proving the Navy's service mantial in certain respects pertaining to manifolds,
l\f^^ Twenty-four Years of Leadership in Aviation 1^40
The next day, we flew on a side trip to Hllo on the island of Hawaii. One of the most
memorable events of the whole trip was the enthralling sight of htmdreds and hundreds of
beautiful waterfalls coming down the sides of the mountains and cliffs directly into the
ocean, seen from the plane as we flew low along the shores of this largest island of the
Hawaiian group. From Hilo, we visited Mauna Loa volcano; and before returning to Hono-
lulu sent our wives beautiful leis made of two dozen orchids - purchased for only five
dollars, including air espress charges.
The four-hour flight from Honolulu to Johnston Island was an easy one in the Douglas R5D
Skymaster landplane transport which we used on the balance of the trip. In Navy parlance,
it was a "plush" job - with airline-type chairs instead of hard buckets seats of the
freighters, Johnston is a tiny coral atoll just large enough for a runway, taxi-strip
£ind a few buildings. They say the runway is 300 feet longer than the island; because
when the Seabees got started they couldn't stop them in timej The water is a beautiful
turquoise, delightfully warm and swarming with fish*
After refueling;, a swim and lunch , we were off for Kwajalein in the Marshall Islands,
Tirtiere we landed after dark. This island is almost ooii?)letely devoid of tropical jungle
due to bombing and shell fire. It is one of the busiest places in the Pacific these
days, swarming with shipping for Operation Crossroads, the atomic bomb test. An old
friend, Comnodore Benny ^tj&tt is in conmand of the Marshalls and has been busy accept-
ing the surrender of Jap officers on the htmdreds of islands in the group ever since V-J
Day. Virtually aH the natives are Protestant Christians. They are intelligent and co-
operative and everyone is fond of them.
From Kwajalein. we left for Guam and on crossing the international date line Conmander
Fouch initiated us into the Royal Order of the Golden Dragon. On the long flight, vdth
nothing to see but ocean and clouds, I spent a good deal of time in the cockpit with the
pilot and navigator to study the operation of these long-range overseas type aircraft.
At Guam, which has a fine harbor and is a permanent base, there are tremendous quantities
of every type of equipment. With not sufficient manpower on hand because of too-rapid de-
mobilization, supplies and machinery are standing out in the open and rapidly deterio-
rating. Ships that have been waiting for months due to lack of manpovrer are gradually
being unloaded with materiel intended for the war. Here Jap prisoners do much of the work,
and seem to prefer working for Uncle Sam rather than return to Japan, Small gro\jps of Japs
who have been living in the interior of the island are still being bro\;ight in.
Between Guam and Manila, we flew 600 miles north of the normal course to go around a ty-
phoon, but our navigator smartly picked up a strong tail-wind, and after a smooth ride
we dropped dovm through a hole in the clouds directly over Corregidor and landed at
Nichols Field on schedule, Manila is a picture of complete destruction. Virtual 1 y no
buildings are left undamaged; the streets are in horrible condition, but life seems to go
on in some strange manner. There is little evidence of any effort to clean up the rubble
and rebuild. Everywhere you see native Filipinos with G. I. clothes, eating G. I. food,
and many of them driving jeeps. You cannot help but admire the fortitude of the Fill- .
pinos in war, but they seem now to lack initiative and be waiting for American help to-
put them back on their feet.
After a day in Manila we went by Navy crash boat to Corregidor in the company of Colonel
Greene, the Army's historian who is officially recording the Philippine phase of the war.
The 1898- type guns we saw pretty well summed up the conditions under which General Wain-
wright and his men held oitt so valiantly. From Conregidor our boat took us to the Cavite
Naval Base, almost completely destroyed by the Japs but now retiurned to full use. From
there we could see the area on Bataan where the infsunous death march took place. Many
armed Japanese soldiers still at large infest the jungles of Bataan. Back in Manila, we
saw vast areas of boxed adrplanes and other war supp3j.es acciumilated for the invasion of
the Japanese home islands*
A million dollars in new orders for exhaust manifold syatema . designed and to be
manufactured by our Metal Products Division, were received in the first three weeks
of April. These contracts are in addition to the ^,500,000 in new orders vftiich our
news-letter of March 22nd announced had been received in the previous 60 days. New
business from the Douglas, North American, Lockheed, Fairchild and Northrop airci^t
companies made up the bulk of the orders.
Production in the manifold department can be maintained at a high level with the
present en?)loyees already assigned. Little change in total eii?3loyment will result
since the new work will be replacing that which is now being delivered in heavy vol-
ume to our manifold customers*
Final demonstration and acceptance tests of the FR-1 Fireball , successfully co]i$>leted
last month by Al Conover, head of flight research and chief test pilot, earned for
Al, the Fireball and the company a "well done" from Capt. C. E. Giese, Director of
Flight Test at the Navy's Air Test Center, Patuxent, Maryland. Conmander E* M. Owens,
senior project officer of carrier based aircraft, reported that the demonstration
was among the most satisfactory ever presented, particularly so because the assign-
ment was one of the most difficult ever given a contractor.
Toughest part of the acceptance test was the demonstration of high speed and high G
pullout dives. In all, more than 20 dives were made by Conover. About half of these
vrere mayimim speed dives made at ten, twenty and thirty thousand feet, while the
balance were pullouts at 3^ to 7i times the force of gravity. In every one of his
demonstrations Conover gave the Navy more altitude, more speed and higher G pullouts
than required. So far, he has made 46 dives into the compressibility range - the
barrier to high speed flight approximating the speed of sound.
All demonstration test results were verified by instrument and visual observation .
On each flight, a Navy test pilot-observer flew in an accompanying fighter plane,
while motion picture cameras installed in the Fireball recorded instrument panel
readings and photographed the control surfaces. Karsten Solheim, Ryan instnnnenta-
tion engineer, and Ed Sly, field service representative, remained at Patuxent for
the six weeks of the tests, while Bill Immenschuh, FR-1 project engineer, was there
at the start of the demonstration program.
After successfully completing one of the most difficult acceptance tests ever flown.
virtxially without incident, Conover, paradoxically, had the misfortune to encounter
engine trouble while flying through a violent snow-storm in New Mexico vdiile en route
home, necessitating a forced landing on the desert. Fortunately, Al made a beauti-
f\il irtieels-up belly landing, without damage to the airplane or himself, A crew from
Experimental under Bill Billings, and Ideut. Mickey Mihalko of the Navy office, soon
had the plane back in service and Conover flew it on in to the plant from the Army
Base at Albuquerque.
Keeping abreaat of the progress of other aircraft mantif acttirers . Conover flew the
Army's P-59 jet fighter and the Navy's twin-engine F7F filter while on his recent
Genereil of the Army H« H. Arnold , war-time comnanding general of th3 Army Air Forces,
has just written me upon his retirement from the service and asked that I pass along
to all Ryan employees his personal appreciation of their support of the Air Forces
during the war. He paid glowing tribute to "the scientists, the industrialists, and
the workers vHno conceived, designed and produced the myriad weapons and other neces-
sities without TNiiich such a force would have been helpless,"
"I add my commendation and thanks ." vfrote General Arnold, "to those of freedom-loving
people everywhere and transmit them viith pleaistire to all vrtio contribiited to the suc-
cessfxil accomplishment of the viartime mission of the Amy Air Forces. We have met
the challenge of the foes of freedom and, in history's greatest demonstration of
brotherly cooperation, preserved the right of the common man to be free. Our mis-
sion now is to cooperate in the same manner to bviild v?) industrial and economic peace
time America and to guarantee the future peace of the world."
Recent visitors have included Capt. C. A. Nicholson, chief of the piloted aircraft
division, and Capt. R, E. Dixon, head of military requirements, both of the Bureau
of Aeronautics at Washington, here to confer on contract and lease matters. Also in
for a quick inspection of Jfodel 30 and future design projects was Comdr, A. B. Mets-
ger, head of the Navy's fighter aircraft design section, and Ideut. W. J. Pattison,
of the power plant section.
West Coast Aviation Writers will have as their guests this week, Al Conover, head
of flight research and chief test pilot, and Ben Salmon, chief engineer, who will
give leading aviation press representatives some off-t he-re cord connients on the trend
of aircraft design and the problems of super-sonic flight. This mseting with aviatioi
writers is part of the company's continuing policy of Iraeping the countiy's editors
informed of Ryan's contributions to aviation development. The reprint of Fireball
articles distributed last week gave you some idea of the widespread interest the FR-1
has created and the prominence the plane has brought the company.
"It's like taking dope. You can't leave it alone ." Those are the unusual words the
owner of a Ryan PT-22 surplus Army trainer chose to describe the war-time version of
the company's long line of S-T type trainers. He wrote our airplane service manager
to tell us that "I sold my ST-3KR in September and have just r ecently bought it back.
I had thought of getting a new 1946 model side-by-side plane, but was rather disap-
pointed in what is offered at this time for the prices asked. Anyway, after flying
this little Hyan nuniber, if you like it at all, it's like taking dope - You can't
leave it silone."
Ryan manifolds will be on the Northrop XB-35 Flying Wjng Bomber when it makes its
first test flights this fall. First details of the revolutionary bomber, just re-
leased by the Army's Air Materiel Command, reveal that the wing span of the tail-
less aircraft will be 30 feet greater than that of the B-29 superfortress, and that
the wing will be seven feet thick. The B-35 will be powered with four giant four-
row Wasp engines, of approximately 3000 horsepower each, equipped with Ryan-designed
and manufactured exhaust systems. Shafts extending from the engines buried within
the huge wing will turn the two, four-bladed contra-rotating propellers of each of
the four giant poTrer plants.
Contract and engineeidng design matters with the Army and Navy occupied Walter 0.
Locke and W. Art Mankey, assistants to the president, and Ben Salmon, chief engineer,
during their recent eastern trip. They spent considerable time in conferences with
contract and technical personnel of the Navy's Bureau of Aeronautics in Washington
and with officers of the Army Air Forces' Air Materiel Command at V/right Field. While'
it would be premature to announce definite commitments as a result of the tilp, it
can be said that negotiations were of a very important nature.
The typhoon was still milling around vdien we took off for Shanghai and was then centered
around Okinawa, so we had to abandon our plan to visit that base. I believe I vroiiid have
recognized the coastal lowlands, when we approached the Asiatic mainland, as China by the
way every sqiiare foot was cviltivated, with large canals criss-crossing as far as we could
seej just as the travel books say. Even the hills were completely terraced.
The adrport at Shanghai was thickly packed with every type of American plane, but the mo-
ment we landed there was no doubt we were really in China. Roads into Shanghai were in
terrible condition. They were lined with Chinese men, women and children carrying heavy
loads on long poles, while others pushed or pulled the oddest imaginable vehicles piled
high with all sorts of queer cargos. We noticed large numbers of Japsinese soldiers and
civilians at liberty, simply because the Chinese didn't have enough room in prison can^s
to handle them. They all wear identifying arm-bands, have limited liberty in the day-
time, but are required to be in barracks after eight o'clock at night. They apparently
give little trouble.
Our quarters were in the Cathay Hotel in the modem section of the city, facing the bund
and overlooking the Whangpoo River, which serves as a deep water harbor. Here in cosmo-
politan Shanghai one finds a true blending of modem, %vestem civilization and the
centuries-old culture and low living standards of the Orient, I was so fascinated by the
contrasting river traffic that I spent hours looking out the window at the strange Ori-
ental scene. One of the most majestic sights I have ever seen was the American fleet of
big warships in the Whangpoo, As the little Chinese junks and sanpans, propelled by
dirty sails or sculled by Chinese boathands, swarmed around them, the warships stood out
as a symbol of American power and stability.
In the evening we visited two cafes - one operated by White Russians and the other by
Chinese, The Russian dinner was very elaborate; some of the food vras excellent while
other was odd to the American taste. Perhaps it would have tasted better had we mixed
more vodka with it, but that didn't taste too good, either. Nor was there any use try-
ing to be polite and drink vodka, for they simply kept the glasses filled all the time.
There was no gaining on it I Both the Chinese and Russian cafes had numerous taxi dan-
cers - considered quite respectable even in the best places there - available as dinner
and dancing partners at $1,A0 per hour, American money. They spoke only Russian, Chi-
nese or very poor pidgeon English. None of our party sought their companionship,
My ride in a rickshaw the next day was qtiite an experience . There are thousands of them,
and they are everywhere. I had a typical coolie, dressed in typical garb; and he was a
traditional bargaiiner, since no standard rates are established. The rickshaw boys set a
pretty lively pace all the time, and have remaricable endurance. In the teeming streets
and alleys, to my amazement, we missed all pedestrians; and an vehicles missed us, but
I don't know how. With the aid of a passer-by who could speak fair English, and my poor
atten5)ts at pidgeon English, my coolie managed to get me to the Army Post Exchange, to
a department store on a shopping trip, and back to the Cathay Hotel, He was so delighted
with me as a customer, since he got viiat was probably several times the usual rate, that
he wanted to ccane back the next day.
Inflation in China is beyond our comprehension . It takes 2000 Chinese dollars to make one
American dollar. Before inflation the ratio was three to one. Paper money has been
printed until it is relatively worthless, while much of the goods that is available is
traded only on the black market at uncontrolled, sky-high prices. I tried ray hand at bar-
gaining according to the instructions of those used to buying on the Chinese market. The
price of $5000 in Chinese ($2,50 Anerican) was asked for one article. I offered $2000
and the merchant seemed so pleased with the bargain that he snapped it right up. Nomial
values are so cheapened that it's a common sight to see a small boy clutching a big roll
of paper money which he wagers while shooting coins to a crack in the pavement.
To a far lesser extent, of course, we're beginning to see Inflation in this country . Look-
ing at our present economic problems objectively and vdthout prejudice to any group, it's
all too apparent that the real price of many conmaodities is being set by black maricets
rather than the OPA. Wherever you find too much money and too little g^ods, as we now have,
you find that your dollar is worth less in terms of what it will buy - and that's inflation.
And vihen we try to halt inflation more by price control than by stimulation of production
we get black markets. Limited price control for a limited time is certainly necessaiy dur-
ing this trying period, but the only sound solution to the problem would seem to be pro-
duction on a scale such as we've never seen before, so that the laws of supply and demand
can freely operate. We'll find stability only when the economic force of the money avail-
able for purchases and the amoirnt of goods available j^o be purchased more nearly balance.
As long as production is stopped in vital industries like coal, ■Uirovdng the trtiole in-
dustrial machine out of timej and while some goods already produced is withheld from the
market because its sale at present prices means a loss to the producer, we'll be delayed
in full adjustment to the scale of peace-time operation T*iich can provide the greatest an-
ployment and security for all. We should all ^remember that the more we add to the warld's
goods, the more there is for us to share.
During the Japanese occupation the Chinese didn't have inflation and their money was v»rth
something. At least so we were told by a very cultured White Russian woman, who had lived
in Shanghai for 27 years, and was a guest at one of the entertainments. Since the Ameri-
cans have taken over, their money has become almost worthless; so, in some respects, wb
haven't made life too pleasant for them. At other social functions, we met a number of
well-educated, cultured Chinese girls who had learned English in Shanghai high schools and
were now attending \jniversities or woricing as secretaries for American firms. Apparently,
all of the better schools teach English, for most of the upper-class Chinese merchants and
business people speak it well.
The majority of Chinese appear well fed and healthy in spite of the almost con?)lete lack
of sanitation and decent standards of living, but there are numerous beggars on the streets.
Typical was one youngster who would come up to Americans with an appealing smile and an ex-
tended hand to beg, "No mama, no papaj no flight pay, no per dieml" Shanghai is overpopu-
lated and the problem of food is a very real one. And jret the people we saw had chubby
faces and good complexions. The Chinese appear to be happy and cheerful in spite of their
hardships, and stoically take their fate as a matter of course.
iSy old friend. General Chennault. organizer of the Flying Tigers and top airman in China,
was at one of the parties for Army and Navy officers, radio and magazine correspondents
and civic leaders, and I enjoyed the opportunity to have a long personal visit with him.
He told me much about the Chinese pilot training operations under his command in vrfiich our
i^n STM and PT-22 planes were used, and the excellent job they did under almost unbelieva-
bly poor conditions. General Chennault is, in my opinion, one of the great heroes of the
A camivsuL rather than
religious atmosphere seemed to mark the festival corresponding to
list Temple we vx sited. Each building had a large variety of small
our Easter at the Buddhist Ten?)le we vxsited. Each building had a large variety
Buddhas - each representing a God to v^ich prayers were directed for some particular favor.
Our Chinese guide pointed out the one Chinese women prayed to when they wanted a child and
I couldn't help but observe that he was quite a benevolent deity, judging from the ap-
pearance of the populationl
The concluding portion of this report , covering the flight and visit to Tokyo, and trip
home, will be given in the next news-letter.
Cordially, \J7^(^^^^^ V^'^.^^^
RYAN AERONAUTICAL COMPANY
LINDBERGH FIELD, SAN DIE60, CALIF.
Jxrne 7, 1946
To the ORIENT with the NAVAL AIR TRANSPORT SERVICE ( Conclusion)
Three hours after our take-off from Shanghai , we sighted the southern tip of the
Japanese home islands, with the intention of flying over Nagasaki, where the second
atomic bomb was dropped; but the clouds were so thick we decided to fLy on to
Hiroshima. En route we saw a new volcano in violent eruption, with black smoke shoot-
ing thousands of feet into the air, forming a mushroom smoke cloud very similar to
photographs of the atomic bomb explosion. After our arrival in Tokyo we found that
the volcano had erupted just before we flew over, and that the flow of hot lava had
wiped out two villages.
Hiroshima is a shambles . We circled low three times and had a perfect view of the
first city completely destroyed by atomic power. With the exception of some houses
on the outskirts and the shells of a few concrete buildings, HiroR himA has vanished,
leaving only the bare rust-colored debris. In flying on from Hiroshima, we passed
over many cities that had been destroyed by fire bombs and they gave the same in^jres-
sion of complete destruction, though it took many bombing missions in hundreds of
planes to accomplish what the atom bomb had done with a single explosion.
Magnificent Mt. Fu.jiyaraa was first sighted towering above the clouds, and in a few
minutes we were circling it at 13,000 feet with the ;ving-tip of our Douglas Skyma«ter
seemingly almost touching the snow just below its peak. Pure white, and glistening
in the sun, it was a sight never to be forgotten. We landed at dusk at Kiushiu Naval
Base, formerly flight training headquarters for Japanese naval aviation cadets, where
the infamous Kamakazi pilots were trained. We vrere quartered in one of the barracks,
which are permanent- type reinforced concrete structures. We fo\md the Japanese employ-
ees of the base extremely efficient, friendly and courteous, and as one officer said
it is impossible to keep from being impressed with them individually in spite of the
fact that they were such vicious enemies only a few months before.
We flew to Yokohama next morning in a Marine Corps shuttle plane , and were driven the
short distance into Tokyo. Like Manila, Yokohauna was a pict\ire of complete destruc-
tion. Ther« were many shipyards and steel plants, and all types of heavy industry
lining the bay, most of which appeared to be well knocked out of commission. Only the
railroads seemed to have been relatively undamaged, and wei^ said to be operating
pretty much on schedule. Roadbeds appeared comparable to ours and the trains travel
at a rapid rate. Tokyo also has some elevated railways and a sizeable system of sub-
ways still in operation.
The trash and rubble seemed to be pretty well cleaned up at Tokyo and Yokohama, but
few real buildings were in evidence except the small houses repaired with corregated
iron salvaged frxsm the wreckage. Array G. I.s are supervising Japanese labor, and
using heavy American equipaaent, in repairing the streets. We drove to General MacArthur's
headquarters opposite the Imperial Palace Grounds to inquire for General K. B« Wolfe,
with whom we were well acquainted, since most of Ryan's Array plane contracts had been
1^ ^ Jl Twenty-four Years of Leadership in Aviation 1^40
carried out under his direction. He was in conference vdth a group of Japanese but
joined us at lunch at the Imperial Hotel, the ultra-mDdem earthqiiake-proof hotel de-
signed by Frank Lloyd Wright, noted American architect.
We accepted General Wolfe's invitation to stay over an extra day with him and vdth
General Whitehead virtao were living on the outskirts of Tokyo, but first took advantage
of his offer to conduct our party on a tour of the city. We visited the Imperial Pal-
ace Grounds, which were large and quite pretty, and the Japanese Diet (Parliament)
Building which is quite similar to the Capitol in Washington. Among the very few
undamaged buildings were the American, British and Russian Embassies, a fact i^ich gave
the Japanese a profound r«spect for the accuracy of our bombing.
The Japanese people in the streets paid little attention to us . As we drove by or
walked among them they looked at us curiously, but without expression, revealing neither
fear, hate nor friendliness. Theirs were just "deadpan" faces, so that we had no idea
what their true feeling might be. The Japanese still worship the Emperor, but General
MacArthur has achieved a popularity we in this country can hardly imagine. Of all oc-
cupation administrations, it is \iniversally recognized that MacArthur' s has been most
effective. There are always hundreds of Japs ovttside his headquarters to bow to him
vrtien he leaves.
American soldiers are better ambassadors of ^od-wlll than many reports would have us
believe. They are behaving reasonably well tovrard the Japanese population, urtiich was
told by its own government to expect the worse in case of defeat. This has made a pro-
found impression especially on the lovrer class Japs, who are extremely antagonistic to
their own military clique. Just before we arrived in Tokyo, a Japanese air force
general was pulled from his car and stoned to death before he could be saved from the
We visited many of the former Japanese air force fields near Tokyo . All have large num-
bers of American planes stored, together with large piles of destJDyed Jap aircraft. At
one field we visited a school where American enlisted men just in from the States were
being trained to fill the desperate need for skilled mechanics and technicians, most of
irtiom have been discharged.
One of the largest Japanese aircraft factories , adjacent to one of the fields, was still
standing. We estimated it to have at least a million and a half square feet, and to be
comparable in size and structure to some of our major factories. We saw one of the Japs
latest model planes, which had not reached combat. It was a twin-engine, high speed,
light bomber, ?rtiich pretty well followed standard design practice in this country.
When the factory was taken over by American troops, we were told, the American officer
was greeted by the Japanese plant manager vdiom he i*ecognized as having spent a good
deal of time at aircraft plants in this country before the war, studying our methods!
The most interesting airport we visited was the Japanese air force experimental station,
similar to the U. S. Aimy's Wright Field. They had very extensive buildings, labora-
tories and wind tunnels; however, most of them were badly damaged or destroyed. One
wind tunnel with a 24-foot throat was little damaged and we found it quite interesting.
The runways on all Jap air fields had to be rebuilt to handle our heavier, faster-
landing planes. Some of them are being used temporarily with steel matting; others are
being replaced with modem, heavy concrete runways of extended length.
The palatial former residence of a Japanese marquis was the headquarters of Generals
Whitehead and Wolfe, and like the homes of other high Japanese officials had been turned
over, with a full complement of extremely efficient and polite servants, to American
occupation officers. The servants were lined up at the door as we entered and all
bowed in typical Japanese fashion. From then on we were waited upon hand and foot. I
Ryan collector rings and allied exhaust system accessories , provided by ovtr Uetal
Products Division, have been specified by Consolidated-Vultee for their new twin-
engine 2/(D airliners. The initial order is for approximately $200, (XX) and is based
on requirements for the 120 Convair airliners v^ich have been contracted for by
American Airlines and Western Air Lines, In aircraft industry circles, it is re-
ported that other airlines will soon order 240s, increasing I^n's initial manifold
We have long been providing: exhaust systems for America's leading transports includ-
ing the twin and four«-engine Douglas DC-3 and DC-4 airliners, now so widely used on
the country's airways, Ryan manifolds have also been selected as standard equipment
on the newer transport aircraft just now getting into production, including, in ad-
dition to Convair' s twin-engine 240, the four-engine Boeing Stratocruiser and the
giant Douglas' DC-6 and DC-7 transports, along with a number of other new models.
Test and display samples of several new Ryan products have been built and are now
in the hands of dealers and distributors, vAiile other items have been developed for
manufacturers who will use them as accessories and assemblies for their own products.
Engineers of our Metal Products Division, vriio have gone east with certain of our new
items, have brought back very encouraging reports; while executives of other finns
who have visited the plant lately have been most enthusiastic, and highly complimen-
tary about the wortonanshlp of our production men and women.
Stockholders living in the Los Angeles area had an opportunity to see a squadron of
our jet-pushed, propeller-pulled Fireball fighters in special flight demonstrations
J\me 1st and 2nd at Los Angeles Municipal Airport, Inglewood. The Navy cooperated
by sending Air Group 41, the first to be equipped with Fireballs, to the show. The
squadron is from the Naval Air Station, San Diego, and is under command of Lieut.
Comdr, John F, Gray.
Substantial earnings for the 1945 fiscal year, ending October 31> last, are indica-
ted even thoiigh major contract cut-backs and cancellations occured throughout the
year. As previously announced, issuance of the annual report was postponed until
final results of settlement of government contracts were determined. Although still
incomplete, settlements are now so far along, and the results sufficiently clear,
that the management believes the annual report can be issued within the next six or
Resvtlts of operations for the first five npnths of the present fiscal year are
also indicated to be substantially in the black. In common with other companies,
Ryan did an abnormally high volume of business during the war years and has had
to readjust operations sharply downward, but preliminary estimates covering
recent operations would indicate that the company has accomplished effective aui-
justments to the present changed conditions.
Indicative of the stability which the Ryan Aeronautical Company has reached , in
spite of the problems of reconversion to peacetime operation, is the recently
announced policy of the Board of Directors to declare dividend payments on a
regularly quarterly basis. Giving effect to the new policy, an initial quarterly
dividend of 10 cents per share will be paid Jione 10 to stockholders to recoi*d as
of May 25th. At the same time the Directors declared a special dividend of 15
cents a shaire payable on the same date.
Adoption of a policy of making regular quarterly dividend payments was felt to be
justified by information now available as to results of operations for the 1945
fiscal year and the prospects of continuing profitable operations. This expres-
sion of confidence by the Board of Directors in future operations, will, we feel
sure, be received by the company's stockholders and employees as the best possible
assurance of our belief in the stability of their investment and employment.
Eastern Headquarters of Ryan Metal Piroducts Division of the I^an Aeronautical
Company have been established in Washington, D, C, to further promote the sales
and service of our exhaust manifold systems and new non-aeronautical products.
The Metal Products Division will occupy space in the company's established of-
fices at 516 Bond Building. Richard D. Peterson, vrtio recently joined the Ryan
organization with a background of seven years sales experience in the aircraft
manifold field, has been appointed Sales Engineer for the eastern territory.
He will serve as sales and engineering consultant on exh'aust manifold projects
and will work with eastern aircraft manufacturers to whom we supply exhaust
systems, jet engine parts and allied accessories.
Technical documents from conquered countries containing much valuable data on
advanced research projects aboard are being studied by Eyan engineering and produc-
tion men to determine what new research information, not previously available, may
be incorporated into Ryan projects. We are fortunate in having three of our key
employees, each with more than 10 years of service with I^n, who are able to read,
digest and put to practical uses this extensive research material, most of irtiich is
written in Geiman. Will Vandermeer, design engineer, and Haym Jan "John" van der
Linde, assistant superintendent, both of yttiom were born in Holland, are doing most
of the vrork on the project, with considerable assistance being furnished by Erich
Favilwetter, foreman of the sheet metal department.
A technical paper on Composite-Engined Aircraft (those using both propeller and jet
propulsion, like the Ryan Fireball) was presented last week before the Los Angeles
Section of the Institute of the Aeronautical Sciences by our chief engineer, Ben T.
Ryan technical research is receiving \dde recognition as the result of a program of
publicizing information that can be released about the latest developments of our
engineering and laboratory investigations. The program is being carried out under
the direction of William P. Brotherton, technical editor, kAio is cooperating with
experts in our various technical groups in the preparation of papers for leading
Journals. Listed here are the recent articles Knhich have appeared. They are, of
course, in addition to the vd.de publicity given the FR-1 Fireball Navy fighter,
examples of v*iich vrere included in the reprint recently distributed.
Atomic Hydrogen Welding in Aviation, by Frederick S. Dever, in THE
WELDING JOURNAL for April, I946.
Composite-Engined Aircraft as a Basic Conception, by Robert B.
Johnston, in AVIATION for April, 1946.
The Effect of Stabilizing and Stress Relief Heat Treatment Upon
Welded 18-8 Stainless Steel, by Wilson G. Hubbell,
in STEEL PROCESSING for March, 1946.
Design and Tooling Aspects of the Ryan Fireball Filter, by Ben T.
Salmon, in AUTOMOTIVE AND AVIATION INDUSTRIES for
February 15, 1946.
Causes and Prevention of Defects in Welding, by Frederick S. Dever,
in PRODUCT ENGINEERING for February, I946.
Production Riveting by Machine, by J. E, Cooper, in WESTERN MACHINERI
AND STEEL XRID for November, 1945.
Laboratory Research Aids Flow Production, by Harold Hasenbeck, in
PRODUCTION ENGINEERING AND MANAGEIENT for December, 1945.
Welding Thin^^Jauge Stainless Steel, by William P. Brotherton, in THE
WELDING ENGINEER for April, 1946.
Tooling the FR-1 Fireball, by William P. Brotherton, in WESTERN MACHINERY
AND STEEL TiORID for April, 1946.
Causes and Prevention of Defects in Welding, by Frederick S. Dever, in
WESTERN MACHINERY AND STEEL VTORID for March, 1946.
Effect of Exhaust Gases on Stainless Steel Manifolds by Wilson G.
Hubbell, in AUTOMOTIVE AND AVIATION INDUSTRIES for
September 15, 1945.
found it impossible to light a cigarette anywhere without having a servcint instantly-
ready with a match, which, Mrs. Ryan still says, has completely spoiled me.
We learned a great deal about conditions in Japan and Korea, m uch of it of a confiden-
tial nature, from our hosts. The Generals intimate knowledge of the war in that area
and conditions in Korea, where we share the occupation with Russia, made the informal
talks in their study extremely interesting and thought-provoking. The aggressive ex-
pansionist activities of the Russians — as in Manchuria, where industrial machinery
Tras confiscated and sent back to Russia, and in Korea, iidiere conditions are worse londer
joint American-Russian occupation than vuader the Japs - make for a very difficult
A General .just back from Korea told us some astounding things about the situation there,
and the attitude of the Russians who occipy the northern part of that unhappy country.
Only the State Department can act to correct some of the serious conditions faced by
our Army which can do nothing without their help and authority.
A chance to see the countryside and villages near Tokyo was afforded by an automobile
trip to beautiful and famous Hotel Fujya, well up the slopes of Mt. Fujiyama, i»0 miles
from the city. Some of the scenes reminded me of Southern California - truck gardens
and orange groves against a backdrop of snow-capped movintains in the distance. Culti-
vation is intense, and the cix>ps, though I was unfamiliar with them, looked good. Ifcich
of the former population of Tokyo, which was evacuated during the heavy bombing, is now
living in other parts of Japan. There is no opportvinity for them to be self-supporting
in the city as yet.
We saw no barren desert-like spots anywhere, nor dry river beds. The mountains are
covered with pines, firs and other evergreens. We noted trees planted in a regular
pattern on a distant mountain, and found they were artificially planted in exact rows
as the result of reforestation projects. The village near the resort hotel was very
pretty, particularly since it was cherry blossom time, with the road cony)letely Qdned
with cherry trees in full bloom. Along the entire way Japanese were walking on both
sides of the road. Many of the women carried babies on their backs; some were carry-
ing wood and others surprisingly large and heavy loads. There wore also oxcairts
loaded with wood and other cargo and some large carts drawn by men and women. We saw
no horse-driven or motor-driven vehicles except in Tokyo vrtiere there are a few busses
and an occasional private carj all of which were fuelled by large charcoal generators
on the rear.
The flight to Iwd Jima . though 750 miles, seemed comparatively short after flying the
whole Pacific. We landed there in mid-afternoon and toured the island with the command-
ing officer. There is little there except a terrific amount of bloody American history.
It is virtually a barren island of volcanic ash and supports no vegetation. It has ex-
cellent runways, a few bviildings and several cemetaries for the marines vibo gave their
lives for the capture of that tiny, vital Pacific base. We visited the cemetaries and
found them neat and perfectly maintained; and some in our party located the graves of
buddies of their own soldier sons. The area is still cluttered with knocked-out tanks,
landing barges and all types of equipment. For a long time after the war Japs were
still living in the caves along the shore and only a week before our arrival several,
who were walking skeletons, came out to give themselves up.
We left for Saipan after a few hours at Iwo Jima and found it to be an island about
the size of Guam, It is quite beautiful vdth inland tropical jungles and a beauti-
ful bay formed by coral reefs and filled with many Navy ships, including aircraft
carriers. We saw the beaches where the marines landed to recapture the island.
There were Japanese pillboxes and caves similar to those on Iwo Jima and, here too,
loss of life was very heavy. The picturesque village of the native Shamorians was
clean and sanitary, and filled with happy-appearing people. Pertiaps the Navy's influence
had something to do jvith the cleanliness and sanitation.
The Island of Tinian, famous take-off point for the B-29 bombing of Japan , is visible a
few miles distant from Saipan and we had an excellent view of it as we took off for
Kwajalein after our overnight stop. The entire island is made up of tremendous runways
in groups of 5 or 6 parallel runways of 8000 to 10,000-foot length, between which are
elaborate taxi-ways and paricing areas.
Kwajalein was a long hop, and we landed there- in the late evening . Since we had stopped
on our way out, our stay was brief j just long enough to dine with my friend. Commodore
Benny Wyatt, stretch our legs, and get the plane serviced. V/e took off again at 11 p.m.
for Honolulu, carrying a heavy load of gas to enable us to fly through '.d.thout landing
at Johnston Island, This was the longest hop of our trip, covering 2500 miles.
I spent a gpod deal of time in the cockpit on this flight and was up there from four
o'clock in the morning unti± dawn, it was a beautiful sight flying at 9000 feet above
the clouds. It was on this hop that we again crossed the international date line, so
we had two days that were both April 11th, instead of skipping a day as we did flying
west. lYhen we landed in Honolulu we went to the Mbana Hotel and we were soon in our
trxtnks and swimming at Waikiki Beach. That evening we had dinner with another old
friend. Admiral John Tovrers, Chief of Naval Operations in the Pacific. It was a
pleasant surprise to also meet Capt. John Burroughs, who was a pilot for our company
years ago and is novi a Master Pilot for Pan-American Ainvays.
Our take-off for the mainland was made at 3 P»ni» the next day , and after a pleasant,
overnight hop we made an instrument approach through the high fog over San Francisco
and landed at Oakland right on schediile at 6 a.m. Through the courtesy of Consolidated-
Vultee a four-engined transport arrived to take the Los Angeles and San Diego groups
home, and to my pleasant surprise, I found that they had been thoughtful enough to
invite Mrs. Ryan and two of our sons to make the trip to meet us.
No trip could have been more informative or pleasant than the Pacific tour arranged for
us by Admiral Reeves and the excellent personnel of the Naval Air Transport Service.
We cajne back indebted to them for their hospitality to us personally and with a fine
understanding of the excellent job they have done in war and continue to do in peacetime.
We learned much of their operational problems and feel that in the future the I^"an
company csm better serve them as a result of this Familiarization trip.
Oh, yes, about the Ryan manifolds ? Ttey functioned perfectly on the entire trip.
RYAN AERONAUTICAL COMPANY
LINDBERGH FIELD, SAN DIEGO, CALIF.
Wednesday, June 9
TO ALL RYAN EMPLOYEES:
In a final effort to reach a basis for agreement mth the U.A.IV. - C.I.O. Local
506 so as to avert the production atoppage and financial hardship to employees
which would result from a strike, management representatives of the Ryan Aeronau-
tical Company met with union representatives this morning.
In a completely frank discussion, managem.ent spokesmen disclosed to workers' repre-
sentatives the financial results of current operations so there could be no mis-
understanding v/hatever concerning the company's financial ability in respect to
wage adjustments. The committee was shown an advance printer's proof of a Report
to Stockholders being mailed today, showing financial results of operations for
the first six months of the 1948 fiscal year.
This report disclosed that for the first half of the present fiscal year, net
profit of the company was $50,410 after provision for payment of $33,459 in federal
and state taxes on income. On gross business of $3,415,885 for the six months
period, which ended April 30, 1948, the net profit of §50,410 was somewhat less
than 1-^% on sales volume. Thus, after a net loss of $127,600 last year, the
company is just now reaching the position where it is able to operate slightly
above the "break-even" point.
Despite its extremely narrow margin of profitable operation at this time, and in
the face of the grave risk involved in meeting the huge additional financial bur-
den, an offer of a substantial increase in wages was made as an all-the-way^ final
Management today proposed to the union committee a blanket wage increase of 6 cents
per hour for all employees in the bargaining unit plus 80 hours vacation with pay
and 6 paid holidays for all employees with one or more years service. IWien con-
sideration is given to the paid holidays, this figures out to be the equivalent
of better than 8 cents per hour increased wages, and based on present employment,
increases the company's costs by approximately $250,000 per year.
The union has recently rejected the impartial suggestions of Harry C. Malcom, U.S.
Conciliator, designed to re-open negotiations so that bargaining of wage rates
under normal conditions of contract discussion might be resumed. By this refusal,
and the setting of a strike deadline for next Wednesday, the union has placed the
company in the position of having to make its final proposal vjith no time for
negotiating. Accordingly, the 6 cents per hour increase is the C015P AMY'S ONLY AND
FINAL OFFER FOR WAGE ADJUSTH'IENT . Mo other w age plan can or will b e offered since
the company has go ne to the absolute limit of its f inanc ial soundness in making
this proposal .
I\f ]d^ Twenty-four Years of Leadership in Aviation l^4\J
We believe union leaders will recognize the sincerity of today's frank discussions
and the finality of the company's offer. The increased wage rates can be put into
effect promptly upon the union's signatur'e of acceptance, since other points of a
nevr contract have been settled in previous negotiations.
The company has gone to the limit in its wage offer, but the financial stability
of the com.pany need not be jeopardized if all of us get back promptly to our
individual work assignments and devote our full energies to improving production
and efficiency. In this way the security and interests of all parties can best
Employees should clearly understand, however, that the decision is now squarely
up to the uni on. Should their leaders refuse to recognize economic realities and
call their members out on strike, there virill be needless hardships on employees
and their families. Equally serious vdll be the delays in production for the
United States Government and other customers on which the Ryan Aeronautical Company
and its workers must depend for the uninterrupted flow of orders v^hich assure the
continuation of our business and your jobs.
To the Stockholders of The Ryan Aeronautical Co. :
The following report of the results of operations for the first half of the 1948 fiscal year, as shown by
the books of the company and its wholly owned subsidiary is presented herewith:
For the six months ended April 30, 1948, Gross Sales amounted to $3,415,884.52 which resulted in a
Net Profit before Taxes of $83,869.59. After Provision for Federal and State Taxes on Income in the amount
of $33,459.48, the Net Profit for the period was $50,410.1 1.
San Diego, California THE RYAN AERONAUTICAL CO.
June 8, 1948 By T. Claude Ryan, President
July 11, 19A6
A matter of more than usual sigiificance is the announcement we are making today
that Ryan has entered another new field of stainless steel products through our
Metal Products Division, We have begun manxifacture of high quality durable alloy
metal casket shells to be supplied to casket manufacturers and finishers through-
out the country. The management is most enthvisiastic over the future possibilities
of this new line and the excellent business already booked.
First showing of the Ryan casket shells , featuring entirely new and distinctive
styling made possible by the company's extensive experience in metal design and fab-
rication, has jvist been congjleted at Kansas City to casket industry representatives
assembled from all parts of the country. The one-week showing, arranged through
Earl T. Newcomer, recently appointed national distributor for Ryan, resulted in firm
orders for 20 carloads of caskets with a value in excess of $350,000,
These represent the highest volume orders for a new casket design ever placed in a
like period of time in the industry, and indicate the wide acceptance which the new
Ryan product has immediately received. The enthusiastic reception the Ryan casket
shells have received and the large initial orders just placed have resulted in a
large-scale manufacturing program being scheduled.
Volume production tooling is now being set up and a schedule has been established
calling for a delivery rate of 1000 casket shells per month to be reached by early
fall. Precision steel dies, which assiire great accuracy and ease of manufactxire on
a production line basis, are now "being machined in Ryan's tooling department and will
soon be ready for the expanded production schedules. While the first production or-
ders are for chrome nickel alloy casket shells, other high quality durable alloys,
principally copper and bronze, will also be oased on subsequent runs.
Ryan's entrance into manufacture of non-aeronautical products through the Metal
Products Division does not represent any lessening of our interest and activities
in the strictly aircraft field. Rather, it supplements and supports our aiirplane
developnent and production work by providing fuller utilization of the con^any's
wai>-expanded manufactioring facilities, and assures a more stable flow of production
and stability of employiOBnt,
Ryan Fireball fighters continue to make an excellent showing wherever they are de-
monstrated - at public air shows, at industrial exhibits and to Navy personnel. Re-
cently a number of individual smd squadron demonstrations have been staged to show
the outstanding characteristics of the Ryan-designed FR-1 fighter, first plane in
the world to combine the advantages of jet propulsion and propeller-driving engines,
Capt, John G, Crommelin, Jr, . one of the Navy's truly great aerial combat experts
arranged a recent exhibition of the Navy's fighting aircraft, given by pilots of the
U, S. S. Saipan, our newest carrier, of which he is to be commanding officer. The
f/^QQ Twenly-four Years of Leadership in ^^'^*'®"/Oy^^
demonstrations were given as an expression of appreciation to shipyard workers of
the New Yoric Shipbtiilding Corporation and the Hiiladelphia Navy Yard, and were wit-
nessed by 50,000 persons. Capt, Cronmelin sent us details of the event in a recent
letter ax^ told me that as each plane made its simulated strafing attack, it was
described by a naval aviator over the public address system. Here is the way the
Fireball was described:
"Diving now is the Ryan Fireball, the Navy's hottest thing in fighter planes . Foi^
tunately for the Japs, this plane did not reach the combat area, as it was one of
the fastest planes in existence and can climb almost straight up. The Fireball is
imique in that it has both the standard gasoline engine and the jet engine; it com-
bines in one plane the desirable features of both the propeller and the jet. It can
fly on either alone, or both in combination. The Fireball is the only jet-propelled
carrier plane in the world. When the Fireball makes its next pass, you will see a
strange and thrilling sight: a plane fljring at high speed with its propeller stand-
ing still. The Fireball will then be flying on its jet engine alone.
"In the Fireball you see a new era in aviation and the beginning of a new chapter in
the history of man and his progress to a better life. In one plane you see the pas-
sing of the propeller^riven plane and the advent of the rocket plane, some day to
be propelled by atomic power."
"The men and women of your organization ." wrote Capt. Crommelin, "are equally de-
serving of the thanks and praise we feel was expressed to the shipyard workers by
the demonstration of your plane."
One hundred scientists, industrialists and engineers, guests of the Secretary of
the Navy, had an opportunity recently to see the Fireball demonstrated along with
other of the newest rocket and jet weapons at the Naval Air Test Center, Patuxent
River, Maryland, News reports state that in the exhibition, the Navy particularly
emphasized the high-angle climb and superior acrobatic maneuvers of the Fireball.
"Sixteen Ryan Fireballs, the Navy's newest pride, feathering props to let their jet
propulsion shoot them along, turning on everything to climb like frightened angels
Fireballs in a simulated carrier landing, with the landing officer signaQling
them in with his paddles Fireballs lined up on the runway to take a bow with
the precision of a well-drilled infantry platoon." That's how Marjorie Driscoll,
top writer of the Los Angeles Examiner, described the part Ryan Fireballs played in
the recent air show sponsored by that paper. And, describing the same show, at
Tirtiich 150,000 were in attendance, the North Islander, official publication of the
Naval Air Station, San Diego, said:
"A dramatic show of a scintillating aerial demonstration of the Ryan jet and pro-
peller-powered Navy carrier-based planes was given by Lieut. Comdr. John Gray's
Fireballs. Swooping low across the field, the propellers weire featheired (con-
ventional engines stopped) and only the jet motor was used as was evidenced by the
long trail of black vapor streaming out from the rear of the FR-ls.
"Out of nowhere two of these fast jet planes dove in across the field doing loops
and other maneuvers iwhich were made very difficult by the fact that the planes kept
in almost perfect formation. The ^ole group of 16 jet fighters then streamed
across the field in a single column breaking off to port and starboard alternately,
performing ifl*iat is known as a column-roll out or 'Opening Flower.' Bringing the
planes in to land was a 150 (landing signal officer) showing the crowd the actual
way planes are landed aboard an aircraft cairier,"
Admlral of the Fleet Chester Yf« Nimitz was given a special demonstration of the
Fireball on the occasion of his recent inspection visit to the Naval Air Training
Center at Corpus Christi, Texas; and a Ryan FR-1 took a prominent part in the air
show presented in connection with the opening of General Electric 's Flight Research
Center at Schenectady, New York.
Eng)loyment will approach the 2000 mark by late fall with 100 additional production
workers and technicians to be added each month for the next four or five months.
Since March, employment has been stabilized at about 1425, but during the past two
weeks 25 aircraft engineers and 50 production workers in the airplane experiiasntal
development department have been added, bringing the personnel up to the present
The increase of 100 employees per month will be required for execution of Ryan's
military airplane develofsnent contracts, for production of exhaust manifold systems
used on new multi-engined commercial airliners and for manufacture of jet engine
parts and accessories of the company's design, as well as for new stainless steel
products for which the conqjany has received volume orders.
With emphasis upon new military aircraft and aerial weapon designs and upon ad-
vanced flight research projects, Ryan has strengthened its position by expanding
its airplane engineering personnel by one-third in the past six months. In ad-
dition to engineering and manufacturing work imder way on an advanced niodel of the
jet-plus-propeller design of Navy fighter, similar in general type to the Fireball,
Ryan also has several new confidential projects for the military seirvices in the
Opportunity is not easy, but it is American , That's a basic truth none of us should
forget be we employees, managers or owners, "Security" has a softer sound, but we
ought to remember its significance in terms of viiat many people today are advocating.
The one thing that made this country great - the one thing that has given it the
highest standard of living in the world - is individual opportunity which gives every-
one the chance to rise as fast and as far as his productiveness and ability can take
him, and allows him to become an owner or shareholder in a business enterprise. Yet
today millions of Americans are being misled into thinking that "secxirity" is better
than opportunity, and this is in spite of the fact that in all history, no leader,
no system, no economic theory has ever been able to deliver the security it promised
- except the American system of individual opportunity earned by the individual
American himself. Opportunity for all provides the best security.
Everyone wants the good things in life that a job and opportunity can earn for us.
And those good things that make up our standard of living come from what we produce.
That's the only way in irtiich we can have them. Fifty million working Americans
produce those things; and, the more they produce and add to the total supply, the
more there is for everyone.
Never in American history has the country been so well equipped with the tools of
production; never has there been such a demand for th© things those tools can make.
If we Mae those tools well, for more and efficient production, the costs of what is
made will gp down, demand will stay up, and there will be jobs for all and return
on the investors money. But if production is limited and labor costs per article
&Te high, demand will soon go dovai, and there will be no security for the worker
and the investpr. We all have to earn our jobs and keep on earning them by efficient
production at costs which people will be willing to pay for what we make.
Metal Products Division Engineera Ralph Haver and Harry Goodin have been in close
touch with the in^wrtemt problem of developing metals which will stand up under
the extreme temperatures experienced in channeling volcanic gases from both con-
ventional and jet propulsion aircraft engines.
The principal obstacle in the way of further development of both piston engine and
gas turbine jet power plants is a metallurgical one involving the need for ma-
terials with greater heat resistance. This was pointed out in recent papers pre-
sented by these engineers before the Society of Automotive Engineers. Our Metal
Products Division engineers now occupy a key position in the survey of this problem
because of the years of experience they have accumulated in designing structures
for high temperature performance.
The Ryan Laboratory was largely i^sponsible for determining the most suitable
stainless steel formula for use in the manufacture of aircraft exhaust equipment.
This data has been requested by many other manufacturing concerns which have re-
cognized this company's leadership as one of the coxjntry's greatest users and fab-
ricators of stainless steel. Frequently, the steel mills send our Laboratory
sangiles of new steels and ask that we make a study of their properties.
Ryan's large new photo-template camera has been given increased value as the re-
siilt of new techniques worked out under the direction of Dyche Claiic. Designed to
reproduce engineering drawings by photographic methods, the huge new camera has
made possible several new techniques which permit tremendous savings in time and
costs. With a speciaUy-de vised Ryan solution, photographically sensitive emul-
sion can be sprayed on almost any substance and a drawing reproduced on it with
unerring accuracy. Ely this means, it is possible to transfer drawing directly to
the aluminvm sheets which are cut and placed in an experimental ?irplane, elimina-
ting several steps in the conventional procedure.
Certificates have been awarded to the 8500 Ryaxi workers who were anployed on V-J
Day as an expression of the coiipany's appreciation for their loyal and faithful
service in war production woric. A number of friendly letters have reached my desk
from en^jloyees, and one in particular is worthy of quotation:
"The slogan you publicize. 'A Better Place to Work , ' certainly materialized. May
I express my thanks for the pleasant vrorking conditions your congjany offered during
my stay. The War Work Certificate was a nice gestxure and I appreciated it very
RYAN AERONAUTICAL COMPANY
LINDBERGH FIELD, SAN DIEGO, CALIF.
August 16, 1946
Tests of the largest available .let propulsion and gas turbine engines, and allied
equipment our conqjany designs and builds, can now be conducted by Ryan's own re-
search staff as the result of conpletion of a new concrete, steel reinforced test
cell on our plant property. The new test house has been equipped with all instrti-
mentation necessary to measure Jet engine performance, thrust and fuel consunqstion,
and will make it possible for the oonpany to run complete ground tests of jet power
Designed for maximum protection of Ryan research personnel assigned to jet en^ne
studies, the test house is built someiirtiat along the lines of the Army's equipmant
at its Mui*oc Lake operational base, but has been modified to make it more flexible
so as to accommodate different types of test units.
The jet equipn»nt to be tested is placed in a test stand between concrete walls.
Controls, instruments and personnel are located beyond the wall on one side, yrtiile
the fuel is stored beyond the other wall to eliminate fire hazard. At the location
where the turbine and conqjressor of the jet engine are sometimes spinning at the ter-
rific speed of over 17>000 r.p.m. during test runs, operators are protected by one
inch of steel armor plate and 18 inches of reinforced concrete, yrtiile heavy plate
glass and small protecting steel grills give access for visual observation of the
Ryan Ifetal Products Division is playing an important role in both engineering and
manufacturing in the revolutionary new field of jet power. Already a leader in the
design and production of exhaust systoas for conventional reciprocating aircraft en-
gines, Ryan now also supplies inQX>rtant eqvdpoBnt and does engineering design and
development work for the newer jet propulsion and gas turbine engines now coming in-
to wide use.
A contract for a metallurgical research program in connection with development of
new types of materials suitable for jet power plant and exhaust systems equipment
has been placed with Ryan's Ifetal Products Division by the Navy's Bureau of Aero-
Details of the project have not been disclosed except for the basic announcemsnt
that the company in cooperation with the Navy would conduct research w>rk on new
high heat-resistant alloys and on products fabricated from these new materials. In
this connection, Ralph Haver, chief engineer of the Metal Products Division, points
out that the biggest problem facing aircraft and engine designers is the develop-
ment of metals capable of withstanding the elevated teiiQ»ratures, exceeding I6OO de-
grees Fahrenheit, now encountered in both jet and the new, high-powered conventional
The importance of proper design of exhaust systems for conventional engines was re-
cently stressed by Douglas Aircraft Company in revealing that speed of their new
/QOO Twenty-four Yeirs of Leadership in Aviation /Ct/t ^
pC-6 airliner has been Increased approximately 25 miles an hour by use of I^yan
"ejector" exhaust stacks which provide a svqppleinantary jet thrust, similar to that
of a Jet engine. This particular design was developed as a resiilt of close engineer^
ing cooperation between Ryan and Douglas technical staffs. Replacing less modem
equipment, Ryan exhaust systems for Army airplanes have also been ordered in sub-
stantial volume by the Air Materiel Command at Wright Field.
We have had an active interest in the helicopter type of aircraft for a number of
years and, in recent months, a considerable amount of engineering and experimental
urork on rotors and mechanisms has been carried on. Some extremely interesting and
worthwhile developnent work has been accomplished.
This type of aircraft has great possibilities, but a considerable amount of inqjrove-
ment and refinement of present type helicopters is necessary before they reach the
stage of substantial practical utility, although that point nay not be far away. We
are planning to actively continue our present program of helicopter research and de-
Twenty pilot-officers from the Postgradvate School of the United States Naval Acadeny
will visit the Ryan Aeronautical Company this fall for two days of concentrated prac-
tical instJTUction in aeronautical engineering and advanced design problems, as a re-
svat of arrangements wo have completed with Capt. H. A. Spanagel, Head of the Post-
graduate School at Annapolis. All of the officers are naval aviators, most of them
with combat experience.
To supplement their classroom education in aeronautical engineering, Ben T. Saliaon,
Ryan's chief engineer, at the Navy's request, has arranged for a series of nine
lectiires by ranking authorities of the company's various technical divisions. This
type of practical instruction in the field has been a feature of Naval Acadaay post-
graduate training for some years, according to Capt. Spanagel, and is considered ex-
tremely valuable in preparing officers for technical assignioents within the Naval
Because of Ryan's pioneering work in developing the FR-1 Fireball fighter, first
plane in the world to combine jet propulsion with thrust from a propeller, much of
the lecture and discussion time will be concentrated on the engineering problems
encountered in the design, development and manufacture of this unique combat Navy
plane and its logical successoi*s. -.--.... .^.r.
The opening lecture ■— "Trend of Aircraft Research and Development " will be given
by Mr. Salmon. Other papers will be presented by C. R. Tuttle, Senior Design
Specialist} W. T. Immenschuh, Project Engineer on the Fireballj A. W. Conover,
Fli^t Research Manager and Chief Test Pilot; Lariy Martin, E:q)erim9ntal Department
Manager; R. B. Johnston, Chief Aerodynamicist; Joel Whitney, Thermodynamicistj Harold
Hasenbeck, Laboratory Supervisor; and H. R. Foottit, Chief of Structures. Each of
the talks will be followed by a discussion and question period. The visitors will
also tovir manufactviring and eaqjeriraental departments as part of their two-day prac-
tical instruction. All of the officers have con?)leted two years of postgraduate in-
struction in aeronautical engineering, and after their field trip this fall will
register at M.I.T. or Caltech for another year of training.
Captured German motion pictures disclosing latest developments of Nazi aeronautical
research in the fields of jet propulsion, guided missiles and jrf-lotless aircraft
have been receiving the study of Ryan engineers. Films frcan the Army's Air Materiel
Command were brovight to San Diego for screening by Dr. Albert A. Amhym, Editor-in-
Chief of the Air Documents Division.
Dissemination of the technical data contained in these docvunents to industry tech-
nicians is being done as rapidly as possible. To provide adequate machinery for this
activity, a library is being established in San Diego under the sponsorship of the
four local aircraft manufacturers. In all. Dr. Amhym's group at Wright Field has
some 500,000 German documents, with twenty tons more of data on the way, which must
be translated, indexed and put into the hands of the engineers charged with the mairv-
tenance of America's aerial supremacy.
Widening of the market for Ryan exhaust systems and other items designed and manit-
factured by our Metal Products Division is shown by new orders we have recently re-
ceived from a number of firms the con^any has not previously served. Most important
among the new contracts is that from Fairchild Aircraft' for the exhaust manifold
equipment for the Array's new C-82 twin-engine "Packet" cargo plane.
Jet engine equipmsnt for a new secret development Menasco Manvifacturing Con5)any is
undertaking for the Army Air Forces will be provided by our company under terms of
a new contract we have just signed with the Los Angeles fiim, AiResearch Manu-
facturing Company, also of Los Angeles, has given Ryan orders for special aircraft
air conditioning units, a new field of production for the congjany's Metal Products
The Allison Division of General Motors, scheduled to become the Army's largest sup-
plier of conventional and jet engines, has also placed substantial orders within
the past two weeks for exhavist manifold equipnent. Additional orders frcan Boeing
Aircraft Company, an old Ryan customer, have been placed for exhaust systems for the
new fovir-engined B-50 Superfortress bombers and for C-97 Stratocruisers,
Secret wartime research facilities operated by the National Advisory Committee of
Aeronautics at the Ames Aeronautical Laboratory were revealed for the first time to
engineers of Ryan and other top-flight aviation industrial organizations who visited
the Moffet Field, California, test center recently. Inclvded in the Ryan group were
Ben T. Salmon, chief engineer; Ed Rhodes, assistant chief engLneerj C. R. Tuttle,
senior design specialist; Robert Johnstcn, chief aerodynamicist and J, W. Borden,
chief administrative engineer.
Due to the confidential nature of the projects carried on for the Army and Navy at
the laboratory, which was built early in the war, it had not been open to repre-
sentatives of industry until the recent First Annual Inspection. Outstanding among
the facilities visited by Ryan eng?.neers was the nsw low-turbulance, trans-sonic
wind tvmnel which is capable of providing a smooth flow of air at speeds up to that
of sound (ai^vmd 720 miles an hour). During the irar, the Ames Laboratory was en-
gaged in aiding aircraft manufacturers with design and production problems of cur-
rent warplanes, but will now return to its normal operation of doing basic aero-
nautical research work.
The FR-1 Fireball was tested in the full-scale, /jO by 80-foot, wind tvmnel at Ames,
vrtiile a one-fifth scale model was tested in the 7 by 10-foot tunnel. A scale laadel
of Ryan's new "Model 30" is currently being prepared for testing,
A race between Ryan and two other suppliers of Navy aircraft has developed to see
which can be the first to fly a combat plane using a new jet engine recently devel-
oped. Production of this particular engine was held up for several months by a
strike at an eastern engine factory, but now that production has been resumed, the
race is on again. Workers in Ryan's experimental department ^rtio know^ of the keen
con^jetition between the three Navy contractors are bending every effort to see that
Hyan gets into the air first.
Ryan's excellent reputation has contributed greatly in giving the coa^jany a grow-
ing in^jortance in engineering and technical fields. Due to the cumulative ex-
perience of OMT key technical people, Ryan speaks with authority on the subjects
of high speed aircraft. Jet propulsion, high teaaperature metallurgy, exhaust sys-
tem design and production, resistance and fusion welding, fabrication of stain-
less steel and nany manufacturing techniques.
The high regaixl in vrtiich Ryan research is held is attested by the eagerness virith
which 45 aviation and technical magazines have published 60 Ryan technical stories
in the past 20 months. Some of these articles have evoked many inqviiries from
other industries as well as from leaders in the aeronautical world. From the
Ryan Engineering Laboratory have come revealing reports of scientific investi-
gations vAiich have been acclaimed by some of the nation's highly regarded authori-
Usin/^ the most modem laboratory equipment . Ryan technicians have "tortvired"
molecviles of metal to force them to give up their secrets. With the f7000 Spec-
trograph, Keith Whitcomb "electrocutes" a few particles of stainless steel and
takes a picture of the light given off from the bviming. Wilson Hubbell, Metal-
lurgist, peers into the high-powei^d Metallograph which makes grains of metal look
several thousand times larger, and snaps a photograph of a bit of steel ?ftiich has
flown a million miles in the exhaust system of a Douglas C-54»
Electro-Chemist Whitcomb develops a new molten salt bath which "cooks" stainless
steel viAiite-hot in five minutes. Don Heyser, Test Engineer, pulls a steel strip
apart with a 120,000 povind tug and carefiilly notes when the molecules let go.
Bernard Floersch, Chemist, throws the switch on a miniature oven which transforms
a sample of stainless steel from a solid into a gas in a matter of seconds, and
indicates the exact amount of carbon present in the steel. With typical procedures
such as these, the members of the Laboratory, under the direction of Harold Hasen-
beck, collect the scientific facts which spearhead our progress.
RYAN AERONAUTICAL COMPANY
LINDIERGH FIELD, SAN OIEOO, CALIF.
September 30, 1946
Rear Admiral Harold B. Sallada. chief of the Navy's Bureau of Aeronautics , has just com-
pleted a suinrey trip of Ryan's engineering and production facilities. He inspected our
current projects for the Navy, including the entirely new, larger and faster jet-pushed,
propeller-pulled Fireball fighter we are building, and jet engine developments incor-
porating our special techniques in fabricating stainless steel.
Included in the Admiral's party were Capt. C. A. Nicholson, head of the piloted aircraft
division; Lieut. Comdr. R. 0. Deitzer, Bureau of Aeronautics representative at Ryan; and
Lieut. J. J. Pace of the Procurement division. The close attention vrtiich Admiral Sallada
personally gave to inspection of the vrorionanship of detailed parts of our new combat air-
plane should be a source of genuine satisfaction to all Ryan woikers, and particularly
those in the Experimental Department.
Development of a lightplane muffler which effectively eliminates objectionable engine
noise has been completed by engineering and production technicians of our Metal Products
Division. Volume production oiniers have already been received with national retail dis-
tribution arranged for through Air Associates, Inc., leading aircraft accessory supply
house. Sale.s to light plane manufacturers for installation of Ryan mufflers on new planes
coming off assembly lines is being handled directly between our company and the variovis
manufacturers of private planes.
The new Ryan muffler incorporates in its unique design four essential functions: (l)
coiq>lete exhaust system, (2) a muffler vihich eliminates 90 percent of the engine noise,
(3) provision for heating the carburetor during adverse-weather operation, and, (4) pro-
vision for delivering heat to the cabin for comfort of the occupants.
This muffler is the first C.A.A. approved lightplane exhaust to be manufactured of non-
corrosive material, being fabricated of stainless steel. This is the same high heat-
resistant steel alloy developed by Ryan metallurgists for use in the large, high-horse-
power engines for military and commercial transport planes and provides an added advanr-
tage to lightplanes since it assures long, trouble-free muffler service life.
The extensive experience of one of America's top aeronautical engineers is being added
to the technical know-how of the Ryan organization through the appointment of Harry A.
Sutton to the position of Assistant to the President and Engineering Advisor. Mr. Sutton
is veil-known in Amy, Navy and aircraft industry circles where he is recognized as an
engineer and executive of outstanding ability. He is best known for his long affiliation
with Consolidated-Vultee, which firm he formerly served as Director of Engineering for its
A holder of the Distinguished Flying Cross and winner of the Mackay Trophy for his pio-
neering flight research into the problems of airplane spins, Mr. Sutton has been in
aviation since 1917 vrtien he learned to fly. Ten of his most productive years were spent
with the Anny as an engineering officer at McCook (now Wright) Field, the Army's aviation
1^ ^ ^ Twcnly-four Years of Leadership in Aviation l^4(j
Serving as senior engineering consultant to the management , Mr, Stttton's responsibili-
ties include liaison vdth the Armor and Navy on current aircraft contracts and on de-
velopment WDi^c the company viiU shortly undertake for the military services. In com-
pany vdth Ben T. Salmon, our chief engineer, he is now in the east for conferences with
the Bureau of Aeronautics (Navy) and Air Materiel Command (Army),
Officers and directors of your company are appreciative of the opportunity afforded by
the stockholders meeting, held September 10th, to report in person concerning the com-
pany's operations during the fiscal year 1945, and the year 1946 to date, and to dis-
cuss informally the opportunities and problems which lie ahead.
The adjustment from war to peacetime operation , in the year since V-J Day, has been
successfully made, sind the ccmpauiy's current financial position is the most favorable
in its history. We have been fortunate in adjusting our operations to a type of peace-
time business combining design and manufacture of aircraft with the volume production
of aeronautical accessories and commercial metal products which are adapted for good
dollar volvmje and can be conducted economically with company-owned facilities at our
Lindbergh Field plant.
Present business is proving profitable , and the company is now studying additional
products Tiirtiich might add further to the volvmie of business.
Increasing peacetime orders for exhaust systems , jet engine components, other aircraft
accessories and commercial stainless steel items in the ccnipany's Metal Products Di-
vision, as well as rapidly progressing woric on the entirely new model of the Ryan Fire-
ball jet-pushed, propeller>-pulled type Navy fighter, has resulted in an increased hiring
program which will bring the company's personnel to 2000 employees by the year end.
Manufacture of casket shells and research into helicopter mechanisms and rotor blades
have been discussed at some length in past issues of the News-Letter. Qviestions on
these and other projects were asked by stockholders at the recent meeting, giving the
management an opportunity to Informally explain these and other matters of concern to
stockholders in considerable detail.
The confidence of stockholders in the company's management as expressed by their re-
election of directors is genuinely appreciated. Your management deeply feels its ob-
ligation not only to stockholders but also to eai^jloyees to guide the company's future
on sound business principles and pledges its best effort to merit your continued con-
fidence. Following the stockholders meeting, the Board of Directors met, and at that
time re-named for the coming year the corporation's present officers.
We are grateful to the many stockholders who had the special Interest and took the
necessary time to write us personally in connection with the signing of proxies for
the annual meeting. Typical of the letters received is the following from Mr. Joseph
L. Sargeant of Montpelier, Vermont:
"Just a few words to thank you for the News-Letter of August l6th and prior letters.
They are most helpful and interesting to a stockholder. I also -wish to compliment you
on the attractive appearance of the Annual Report and the results therein recorded.
In my judgment the choice of metal casket shells to diversify and stabilize the com-
pany's operations is sound, for offhand I can think of nothing less cyclical than the
mortality rate, at least in this country. Best wishes to you and your live-wire or-
ganization for continued success."
First Admiral to fly the Ryan Fireball , so far as we know, is Rear Admiral Dixwell
Ketcham, Commanding Carrier Division 17, based aboard the Aircraft Carrier "Badoeng
Strait." Now stationed at San Diego's Naval Air Station, North Island, Admiral Ketcham
recently decided to investigate for himself the performance characteristics of the
FR-1 Navy fighter. Visiting Lt, Comdr. William Elliott, acting commanding officer of
VF-41, first sqmdron to fly the Fireballs, Admiral Ketcham was assigned one of the
squadron's FR-ls and went up for a half -hour flight. Later he flew a second hop, opera-
ting some minutes on jet alone.
The Admiral's opinion of performance of the jet-plus-propeller plane holds real weight
because of his ovm wartime record. An active pilot since 1922, the Admiral has flown
more than 4500 hours in all types of Navy combat aircraft, having had service as a
fighter squadron skipper and air group commander. He assumed conmiand of the Aircraft
Carrier "Chenango" early in the war, later Commanding Fleet Air Wing One at Okinawa
and Carrier Division 27. Five other members of Admiral Ketchaun's staff also checked
out in the Fireballs, the Navy's first airplane to use jet propxilsion.
American business is a constant stream of new men and new ideas ; and ttet shDuld be es-
pecially reassuring to younger men and vromen who are concerned about the country's fu-
ture £uid their own futiire. What will they be doing 2? years from now? — The 143 top
men who manage 50 of the nation's largest businesses can help answer that one. Twenty-
seven years ago, most of them came back from a war, too.
All of them began their business careers at the bottom . Twelve of them started wdi4c
for less than |5 a weekj 43 others for less than |10 a week. Eighty-one received be-
tween $10 and $25 a vreekj and only eight received more than $25. The average wage of
all 143 was $13.40 a weekl This story is also typical in the vast number of smaller
successful businesses that help make this country the greatest nation on earth. These
men have gone thjrough the mill; they understand what the job is all about. V/hen you
think of the head of a big business, think of a young man who once drew an envelope at
the end of the week with $13.40 in it.
Exactly the same kind of men v;ill manage the nation's largest businesses in 1973. Then,
as now, they will be the leaders with courage, ambition and initiative to come up the
business ladder, rung by rung.
All of the basic engineering drawings and information necessary for manvtfacture of Ryan's
new "Model 30" Navy combat plane have been released one week ahead of schedule to the
factory, where tooling and production of assemblies for the entirely new, bigger, faster
jet-plus-propeller Fireball type fighter is under way. Some of the infoimation was not
scheduled for release to the plant for several weeks, but all of the various groups have
now completed their basic engineering. Data from the Power Plant and Electrical and
Radio groups was scheduled for little more than 50^ completion at this time, but this in^
formation, too, has been finished and is now in the shop.
Latest public demonstration of the Ryan Fireball staged by members of VF-41 fighter
group, the Navy's first jet-plane squadron, was at the recent Southern California Air
Show at Long Beach in which nine FR-ls participated. At the recent National Air Races,
Cleveland, the Navy also made demonstration flights with the Ryan jet-pxished, propeller-
Appreciation for the special lectures and inspection of f^yan facilities arranged for
visiting aeronavrtical engineering officers of the U. S. Naval Academy was expressed by
the twenty members of the PostgrEiduate School who were our guests in mid-September.
Nine of Ryan's top engineers presented highly technical papers based on engineering ex-
perience in designing and building the Ryan FR-1 Fireball Navy fighter. The two days
of concentrated practical instruction in advance design problems were planned at the
Navy's request in order to give the officers practical field experience as well as
Supplementing the technical papers . Al Conover, chief test pilot, put on a special de-
monstration flight in the Fireball for the Naval engineering officers. Much credit
goes to all Ryan personnel who aided in the excellent arrangements for the officers
visit. Bound copies of lecture material were provided all members of the Navy group as
permajient references which will be of value to them as they ass-ome important technical
assignments in the Bureau of Aeronautics upon completion of their training at Caltech
Recognition of the Ryan company's active part in aircraft indvistry affairs has come
through selection of your president as Chairman of the Western Region Executive Com-
mittee of the Aircraft Industries Association, top trade organization. Retiring chair-
man of the aircraft manufacturers coimcil is LaMotte T. Cohu of Northrop. Other mem-
bers of the executive committee are Donald Douglas of Douglas Aircraft, William M.
Allen of Boeing, Harry Woodhead of Consolidated-Viiltee, Robert E. Gross of Lockheed
and J. H. Kindelberger of North American Aviation.
What has happened to military aircraft manufacturing - a year ago the world's largest
industry - in the 12 months since V-J Day? Briefly, and tragically, military pro-
duction has slowed to a trickle. The world's largest industry in 1944 is now the l6th
in rank of manufacturing enploynffint. From a wartime peak of 9117 planes in March, 192*4,
output dropped to 62 in June and 6? in July this year. Three bombers were delivered in
July! This is not to say that this company or the aircraft industry is advocating ex-
cessive and unnecessary production of military planes.
But, there is a minimum level of military plane production that should be maintained in
the interest of national security. A level of 3000 planes a year is advocated by the
official Air Coordinating Committee, and this production rate, the committee says, "ap-
proximates the absolute minimum, we believe, from which it woiald be possible to plan
for mobilization in a future emergency."
While output of military aircraft has slackened , technological developments in the field
of military aviation have created demands for greatly expanded research programs. The
urgency of research is pointed up by the development of gviided missiles, rockets, pilot-
less aircraft and helicopters - all fields in which the Ryan Aeronautical Con^sany is con-
cerned. Discoveries in rocket and jet propulsion have so en^hasized the need of i^seain:h
into supersonic speeds that government proposals for extensive testing facilities are
being prepared for presentation to Congress.
RYAN AERONAUTICAL COMPANY
LINDBERGH FIELD, SAN DIEGO, CALIF.
November 8, 19A6
The thirteenth firing of a captured German V-2 rocket has just been witnessed by a
group of us from Ryan vrtio were guests of the Array at the famous White Sands Proving
Ground in New Mexico. Our representatives were among those of industrial organi-
zations concerned ydth research and development of guided missiles for the Army.
From the test firing and inspection of equipment and control mechanisms, our tech-
nicians were able to gain knowledge of pre-flight inspection, loading, launching,
tracking and instrumentation.
From 200 yards we saw the giant plume of flame flare out 100 feet or more from the
tail of the rocket as it slowly rose vertically into the air from the launching
platform. Once the rocket had reached about 100 feet altitude, its acceleration
was amazing. With the naked eye we were able to follow the bright flame ajnd vapor
trail in the upper atmosphere for the minute it took to rise AO or 50 miles straight
overhead. Then we lost it for a few minutes until fixjm a distance of perhaps 20
miles above us vapor trails reappeared as the rocket plunged earthward to land some
miles from the launching site.
Current rocket firings are in a series of tests started in May to evaluate perfor-
raance of the 3600 mile-an-hour, 14-ton V-2 projectiles; to develop tracking and
telemetering techniques; to obtain data on physics of the upper atmosphere, and to
train personnel in launching large rockets. Instruments necessary to obtain tech-
nical data ar« contained in the inert warheads of the V-2s.
For security reasons, a fuller report of the amazing demonstration we saw cannot be
given at this time. Besides your president, others in the Byan technical party were
Harry Sutton, advisor and assistant to the president on engineering matters; Ben T,
Salmon, chief engineer, and Will Vandermeer, design specialist. Navy Secretary Foi»-
restal and members of General Eisenhower's staff also vritnessed the firing.
A modernization program invplving new type armament installations and other modifi-
cation of the Ryan Fireball fighters is being carried on under a $200,000 contract
Ryan has jiist signed with the Bureau of Aeronautics preliminary to assignment of the
Navy's first jet-propelled planes to extensive sea duty aboai'd aircraft carriers,
Oxir huge final assembly building , little used for manufacturing operations since
Navy contracts for volume production of wai^ilanes were cancelled after V-J Day, is
humming again with the clatter of rivet guns as a result of the new contracts. I^^an
production men are carrying on the service woric and incorporation of annament equip-
ment, including the extensive changes necessary for installation of aircraft rocket
launchers, on a production-line basis.
In the new field of jet engine exhaust systems , tail pipes, and other stainless
steel accessories for gas turbine and jet propulsion power plants, Ryan's Metal
/V-^^ Twenty-four Years of Leadership in Aviation l^^\J
Products Division holds a unique and very advantageous position. Unlike any other
manufacturer of similar jet equipment, only Ryan is also a manufacturer of jet-
powered airplanes. As a result, our designing and manufacturing know-how is sup-
plemented by extensive flight testing experience in actual operation of jet engine
Hundreds of hours of flight test work on jet engine installations has been con-
ducted under direction of our flight research staff. This operational experience
has been in addition to routine and specialized ground run-in tests on new jet en-
gines and accessories. Test stand research, however, is being further eaqjanded as
the result of cong)letion of a new jet test cell as described in a recent News-Letter.
Something New at Ryan ! That was the headline on the story quoted below from the
October 15th issue of American Aviation, leading trade industry publication, pub-
lished at Washington, D. C.
"It keep's industry observers busy these days keeping tabs on some of the new de-
velopments being carried forward qxiietly by most of the major manufacturers. For
instance, advertising copy scheduled for current release by the Metal Products Di-
vision of Ryan Aeronautical Co,, casiaally refers to Ryan as a leading manufacturer
of ram jet engines and after burners. This is the first public intimation that Ryan
had such developments in the works," Vfe hope to be able to give you more infonaa-
tion on these projects soon.
The regular quarterly dividend payment of 10 cents per share has been declared by
the board of directors, payable December 10th to stockholders of record November 22.
Continued expansion of exhaust manifold manufacturing activities is reflected in the
iuinoxmcement made last week that $500,000 in new business had been contracted for in
the past 30 days. Although current orders are being filled at a substantisQ. rate,
new business is being booked in considerably heavier volume than deliveries are being
made to customers,
Ryan's backlog of orders for exhavist systems now stands at a peacetime record of
$2,750,000. This is, of coiirse, exclusive of the company's substantial vinfiHed or-
ders for Navy airplanes and aircraft engineering, and for commercial metal products.
The new manifold contracts represent a net gain of $450,000 in unfilled oixiers over
the $2,300,000 backlog reported in mid-August,
Douglas. Boeing, Consolidated-Vultee and Lockheed , leading manufact\irers of the new
twin and four-engined commercial airliners, placed the bulk of the half million dol-
lars in new manifold orders. Latest order from Boeing is for the exhaust manifold
requirements for the 417 "regional" twin-engine high-wing transport being developed
for feeder-line operation. Douglas has contracted for over $200,000 worth of ad-
ditional manifolds for the C-54 Skymaster transport, and Convair has substantially
increased its order for Ryan exhaust manifolds for the new twin-engine 240 airliner,
soon to have its first flight,
A new peacetime assignment in China for Ryan's wartime military trainers has just
come to our attention through Pan American Airways, whose Asiatic affiliate is using
them to train Chinese as airline transport pilots for China National Aviation Corp,
First hint of the new job for the trainers came months ago v*ien Pan American ordered
six engines and engine accessories as replacements for Army PT-22 planes. We were
frankly p\izzled by the orders to send the equipment to San Francisco for trans-ship-
ment across the Pacific since Pan American to our knowledge had none of the trainers.
Oxxr assumption was that C.N.A.C, jointly operated by Pan American Airways and the
Chinese government, iwa.s\ have acquired the planes frtjm the Chinese Air Force.
More than 100 Ryan trainers have been sent to China during recent years. Early in
the war, a large shipment of Ryan STLI military trainers was purchased by the Chinese
government for use in their air force training school; still later, under Lend-Lease,
many of the Ryan PT-22 trainers went to China "over the hump" via India. Confirm-
ing the information we already had, we have Just received a letter from China Nation-
al Aviation Corp, enclosing a photo showing a PT-22 with the Chinese airline insignia
painted on the fuselage and giving the information that six of the planes are being
used for airline pilot training.
Stories such as these help to fill in many spots which are otherwise void in the ac-
curate historical record we have been endeavoring to keep of the service record of
Ryan planes. We have found it particularly difficult to get complete and accurate
information, and photographs, of the planes we have exported throughout the vrorld.
So, we're pleased to have this additional bit of authentic information to add to the
record of company activities.
A proud partnership , begun back in 1939, has emerged stronger than ever after an ad-
venturous wartime career. Parties to the combination are the Doiiglas "Skymaster"
transport plane, the Pratt and Vfliitney "Twin Vfesp" engine and the Ryan Exhaust Systems.
Known to millions of servicemen as the Airoy's C-54 and the Navy's R5D transport, the
Skymaster, under a DC-4 commercial airline designation, is now going into scheduled
service throughout the world. They have been chosen for operation on 85 airline
routes here and abroad.
An admirable fidelity marks the relationship between these airplanes, e ngine and ex-
haust systems. The Twin Wasp engine has powered no production airplane other than
the Skymaster. Production Skymasters have never used any povrer plants other than the
Pratt and 71/hitney twin- row 1350 horsepower engine. And, only Ryan manifolds have
been standard equipment on Douglas Skymaster production airplanes . Our manifolds
have been installed on more than 10,500 of the Tvriji Wasp engines used on the DC-4s
which Douglas has bxiilt.
The DC-4s have been proved by over three hundred million flight miles . This nEans
that Ryan manifolds on this one model alone (four for each DC-4) bave been proved
by one billion, two hundred million flight miles.
This country, as everyone must acknowledge, is in an economic muddle . The principal
difference of opinion is merely in the degree of maladjustment and the proper steps
to take to cure present troubles. So, it behooves all of us to try and get a proper
perspective on current conditions; to get our thinking in clear focus, as it were.
^Vhat too few of us seem to understand is that stable conditions and real postwar
prosperity, such as we can have and enjoy, will come only when we've been jolted out
of our futile scramble for goods that aren't available, and get down to the sober job
of making the goods we want.
We hear a lot about "enormous dammed up p\irchasing power ," and how that alone is ex-
pected to solve our problems. But we forget that all the money savings in the nation
wouldn't keep factories irunning and vrorkers on the payrolls more than a few weeks.
The only real purchasing power is in what a man produces . and can then trade for
what other men produce. Money savings merely represent what some woricer has already •
produced and not yet traded. VVhat we need now is to produce more goods; not to com-
pete at high prices in scarce markets for what has already been made. We need to
encourage production by a miniraum of control, not discourage it by unnecessary and
unvrorkable regulations. And speaking of high prices -
This raising of wages and prices is like a ball gajge. First the people in the front
row stand up so they can see better. Then the second row stands up, then the next
row and so on. Soon everybody is standing and nobody can see better. Perhaps what
we need, economically, is a loud "Down in front" from the general public in the
grandstand who all too often are forgotten while competing interests toss the eco-
nomic ball back and forth on the field. It's time we quit "playing ball" and began
to produce goods as we can in this country - in large volume at low cost, so there's
plenty for all. That's the only way in the vrorld to lick the danger of inflation,
and to maintain America's high standard of living.
But let's not make the mistake of confusing high wages and high prices with a high
stcindard of living. High living standards come from having things ; not from making
money - and that's particiilarly true when that money won't buy the goods we want.
They csin come only from production.
No cake was cut, no candles ^/iere burned , but oldtimers here at Ryan looked back with
pride and satisfaction last month to the Twentieth Anniversary of commercial airline
transportation on the Pacific Coast. V/e were reminded of this significant milestone
in air travel by a United Air Lines anniversary folder featuring the Ryan M-1 mono-
plane which was the original eqiiipment on the Pacific Coast run.
Aware of the need for a high-performance plane superior to the World War I surplus
biplanes used on the government-operated airmail line, those of us who were responsi-
ble for the company's entrance into aircraft manufacture decided to design and build
a plane particularly suited to the needs of the private companies then taking over
the operation of airmail routes. For this service we manufactured, in 1926, 23 single-
engine, lOO-mile-an-hour, open-cockpit planes, the first monoplane built in any volume
in the United States. These were the forerunners of the thoxisands of Ryan monoplanes
which have followed.
Prior to the start of scheduled airmail service , I had the pleasure of piloting an
M-1 on the survey flights between Los Angeles and Seattle. This line, then known as
Pacific Air Transport, was later absorbed by United Air Lines and is one of the old-
est as well as most-traveled air routes in the vcrld.
Recognition from other companies in the aircraft industry for the vork being ac-
complished here at Ryan comes frequently, but generally very quietly. And all too
often it doesn't come to the attention of those responsible for oiir leadership in so
many manvifacturing techniques. Recently one of the country's largest and most famous
plane builders sent technicians here to study two phases of our irork (1) how we ob-
tain the satin-smooth finish on our airplane exterior surfaces, and (2) how we aire
accon:$>lishing our wing spar bending, using 75 ST material vrtiich is the latest high-
strength aluminum alloy. The News-Letter affords an opportunity to give recognition
to those responsible for the high quality of workmanship on these jobs.
RYAN AERONAUTICAL COMPANY
LINDIERGH FIELD, SAN OIEOO, CALIF.
December 31, 1946
TwD new combat-type Ryan airplanes are now engaged in important flight research
studies, having made their first test flights in recent weeks. Most employees are
familiar -with the general purpose of the airplane projects under way, and the im-
portant development work now vrell along on our entirely new, larger and faster jet-
plus-propeller Navy fighter. However, until proper clearances are received from of-
ficial soTiTces in Washington, the details of the new planes now flying, and others
under development, cannot be pidnted.
It violates no confidence of military security , hovrever, to inform News-Letter readers
that one of the new planes is engaged in flight research work at the famous Muroc Lake
test center in an isolated desert section of Southern California vriiere most new high-
speed planes now receive their first testing. Here are now located many new military
airplanes of the most advanced type ever designed, among them the Army's XS-1, first
piloted plane designed for super-sonic rocket flight; the B-35 flying wing bomber;
P-80 Shooting Stars; and the Navy's new XFJ-1 and XF6U jet fighters.
A vast increase in thrust power of jet propulsion engines is expected from a new de-
velopment of pioneering research being conducted by our engineers. An additional
contract covering this new activity has just been signed Tdth the govemnBnt agency
concerned. The project shows every indication, from preliminary engineei*ing data,
of offering great advantages in increased power, and tests conducted so far have sub-
stantiated the estimates of Ryan engineers.
Ryan's research on this new feature for jet propulsion engines has wide application
to Army and Navy combat aircraft and, ■ or secrecy reasons, the nature of the work
cannot yet be fully described. However, we anticipate that it will be of future im-
portance to the company in both its airplane development projects and in activities
of the Metal Products Division, which specializes in design and manufacture of conr-
ventional engine exhaust equipment and jet engine and gas turbine parts of high tem-
perature heat-resistant alloys.
Ryan's position of leadership in exhaust systems design and manufacture is the sub-
ject of our current advertisement in aviation trade magazines. Because it so graphi-
cally tells the story of our dominance in this field, reprints have been inserted in
this News-Letter so you will have a better picture of this important phase of activi-
ty in Ryan's Metal Products Division.
A new, more liberal group insurance plan worked out by the Ryan company for its em^
ployees went into effect December Ist. Under the more inclusive employee protection
program, Ryan personnel so covered are entitled to benefits covering (l) disability
from non-occupational accident and sickness (2) life ins\irance, and, (3) for the first
time, payments for hospital and surgical expenses. In most instances total deductions
for the three types of insurance coverage are less than vf&s formerly paid by employees
/922 Twenty-four Years of Leadership in Aviation /Q40
when the protection was much less extensive. (The company now pays the entire cost
of California Unemployment Insurance, the fimds formerly collected for this purpose
by a 1% wage tax being used to provide the non-occupational disability insurance.)
Immediate and almost unanimous acceptance of the company plan , indicative of employ-
ees appreciation for the benefits obtained by the management for them in excess of
those under the so-called California State Plan, was evidenced by the fact that far
more than the necessary 75% participation was signed for within the first three days
after the offering.
Ryan's new light plane muffler attracted the attention of private plane manufacturers,
hundreds of airplane dealers and literally thousands of owners and operators, when
it was exhibited last month at the National Aircraft Show, Cleveland. The muffler
has also received mde publicity in aviation trade publications, resulting in n\imer-
ous inquiries which are being channeled back to Air Associates, Inc., leading air-
craft accessory firm, which is our national retail outlet. Purchase of mufflers by
lightplane raanufactiu*ers for installation at the factory on new planes ccming from
the production lines is handled direct with these aircraft companies by our ovm Sales
No other muffler has so completely met the problem of elimination of objectionable
engine noise, which vdthin the past two years has become one of the principal de-
terrents to expansion of airports and private flying. Typical of interest shown in
the muffler is the appeal we recently received by telegram from a prominent eastern
air service operator asking for immediate delivery of a Ryan muffler so that he could
demonstrate the improved operation to city officials who had threatened closing of
Besides eliminating 90 percent of engine noise , the muffler is a complete exhaust
system incorporating provision for heating the carburetor during adverse weather
operation and delivering heat to the cabin for comfort of the occupants. Precision
tools on which the mufflers are being bioilt has been completed, and voliune produc-
tion tias been started.
Britain's top Naval aircraft officer . Rear Admiral Matthew S. Slattery, Royal Navy,
with members of his staff has been a recent visitor, making an inspection trip of
Ryan facilities and flight activities. By good fortune, the British Admiralty Dele-
gation were here the day the second of Ryan's two new flight research planes made its
first flight. The following day, when the transport plane bearing the British Naval
Aviation experts landed at Muroc, the other Ryan test plane was already on the runv/ay
and took off almost immediately for another demonstration.
Top U. S. Navy representative accompanying Admij?al Slattery, and also ivitnessing the
demonstration of two nevi f^?an airplanes in as many days, was Commander A. B. Metsger,
head of fighter aircraft development for the Bureau of Aeronautics at Washington.
Commander (E) C. F. Kemp, Royal Navy; Lt. Comdr, R. 0. Deitzer, Bureau of Aeronautics
representative at our plant; and Lieut. (E) S. J. Miller, Royal Canadian Navy, were
also in the inspecting party. Admiral Slattery, whose official title is Yice Con-
troller (Air) of the Royal Navy, occupies a position in the British Admiralty and Min-
istry of Supply analogous to the Chief of the Bureau of Aeronautics of the U. S, Navy.
The visitors were particularly interested in all phases of engineering development in
the jet-propelled aircraft field. Here they discussed Naval aviation projects with
Ryan management and engineering personnel in relation to similar work being done in
England. In addition to seeing the new I^^an planes, Admiral Slattery inspected
the advanced equipment for jet engines v:hich is being developed by our Metal Products
Travelers abroad sometimes get a clearer picture of domestic problems and a broader
viewpoint of fundamental principles than those here at home with less opportunity
for travel. This thought came to our attention in a recent article in Axaerican Avia-
tion Magazine by V/ayne W. Parrish, its editor,
"I was in Exxrope and Africa ," he writes, "during the T=7A pilot's strike and was not
personally inconvenienced in the slightest by the strike. But as one roams over the
world, from country to country and continent to continent, and observes the lack of
opportunities, low wage scales, the restrictions, the absence of freedom and the lack
of resources with which the bulk of the peoples -of the world struggle, one is faced
with quite an inadequate number of words to express the shock at seeing AnBrican pi-
lots walk off their jobs.
"There is so much impatience in this short-tempered adjustment period follovdng a
world war. If the coffee isn't just piping hot, then blow up the restaurant or put
the restaurant out of businessl There are lots of things \vrong, lots of things to be
adjusted. But we Americans have it awfully, awfully good without appreciating what
"In a country vd.th the greatest freedom in the world , it is perplexing to understand
why so many free citizens sign over their birthrights and destinies to someone else,"
A skeleton-like combination autogiro and kite , towed behind a surfaced submarine to
give German undersea crews an elevated observation post, has been received at our plant
for study and testing. On l6an from the technical intelligence branch of the Airoy Air
Forces' Materiel Command at Wright Field, the raotorless submarine rotor-kite has been
reassembled for evaluation and studies to be conducted by us in the near future.
The project is one of many being carried out under coordinated programs between mili-
tary and industrial organizations in evaluating captured technical equipment developed
by enemy countries during the war. Known officially as the Focke Achgelis FA-330,
the autogiro-kite depends on the forward speed of the ship or other vehicle from which
it is towed at the end of a cable to turn the 25- foot rotor blades and provide lift-
ing power to carry the observer aloft. A forward speed of 17 miles an hoxir is re-
quired to keep the kite and pilot aloft with the submarine under way.
A slight breeze or push with the hand , vd-th the submarine under way, was sxifficient
to start the rotor turning. ?/hen sufficient rotor speed was reached, the autogiro-
kite rose slowly, making its take-off with a slight backward tilt. V/ill Vandermeer,
who has been on Ryan's engineering staff for the past 14 years, heads up the com-
pany's rotary wing research program.
The role of Air Power in maintaining peace and as insurance for this country against
possible future dangers was stressed recently by the Commanding General of the Anny
Air Forces, General Carl Spaatz. Here are some of the highlights of his speech:
"We need a program of continuous research and development . The Germans were ahead
of us in jet pixjpulsion and guided missiles. Fortunately for us they were too late.
'7e must have an expandable aviation industry that applies the advance of science to
production. That takes time. Five years elapsed from the beginning of development
of the B-29 Superfortress in 1939 to its first flight over Japan. V/e must design ma-
chine tools and develop maniifacturing techniques to produce nev; types of aircraft.
We must maintain a working pool of skilled labor. All these must be expandable in
"Industry is not novr bein^ kept up to the capacity demanded by national security .
Lleanwhile, the country's defenses are reduced in three categories — modem aircraft
on hand; manufacturing capacity; and skilled aviation labor. In an emergency that
would count against us,"
■fe at Ryan have an active part in this challenging work. Vast eaq^enditures for mili-
tary aircraft development vdll be necessary in the years to come, but this countiy
cannot fail to pay this "Premium" on its security "insurance."
An interesting and entirely new application of Ryan's exhaust systems knovf-how re-
sults from a contract recently signed vrith one of the country's leading engine manu-
facturers to develop the exhaust manifold for a new combat tank now being engineered.
Beyond this basic information, no further details are available at this time, but the
item is of such interest that we vranted to pass it along to employees and stockholders,
1^500,000 in nevf manifold business during the first fifteen days of December ! That ' s
the excellent record set by our Sales Department in lining up continuing business for
our important Metal Products Division. Among the large new contracts obtained are
those from North American Aviation, Fairchild, Douglas and Northrop. Substantial ad-
ditional orders have also been received from the Airoy's Air :iateriel Command at
Much of the success of our flight test program at Muroc has been due to the keen in-
terest and hard work of the technical grovind crews on temporary assignment at the
desert flight research base. Headed by Ed Sly and Bruce Falconer, this group of
skilled Ryan workers has been an invaluable aid to Al Conover, test pilot; Bill Im-
menschuh, project engineer; and Navy personnel assigned to the program.
This week we start a Hew Year - a year v*iich can be a banner year of peace, happi-
ness and progress if the basic virtues of honest, unselfishness, good sense and hard
work prevail in our omi organization and throughout our country. Or, this great op-
portunity can be thrown away and lost for everyone if these qualities are compromised.
1947 will be much more than just another year for it marks the 25th Year of the Ryan
Organization - A Quarter Century which has coincided with the most dramatic and fast-
moving period in history. Looking back Trvith pride to our past accomplishments as an
organization, we all look forward, I know, with eager anticipation to the challeng-
ing and productive years ahead.
RYAN AERONAUTICAL COMPANY
LINDBERGH FIELD, SAN DIEGO, CALIF,
SILVER ANNIVERSARy YEAR
February 10, 1947
A $700tOOO increase in our contracts with the Army Air Forces , for development of a
new, highly advanced-type aircraft of the company's ovm design, has just been signed.
This additional contract is an extension of an order, not previously revealed, which
Ryan received some months ago from the Air Materiel Command, Wright Field,
Expansion of our already extensive research program to service the new Army order
and other contracts has resulted in the recent appointment of Lieut. Colonel Lloyd
F, Ryan, former Air Forces research physicist, as Supervisor of Engineering Labora-
tories, Colonel Ryan spent four years at the Air Materiel Command, Wright Field,
and one and one-half years in Europe as an Intelligence Officer \jnder personal or-
ders of General Arnold on special investigations of enemy technical developments.
Recently, too, Harold W, Hasenbeck, former Ryan laboratory chief, was named to head
an entirely new and very significant project as Supervisor of Electronics and Con-
trol Systems research and head of the special military projects laboratory.
It is in many ways unfortunate that we cannot tell the full story of what your com-
pany is doing in the general field of supersonic flight. There are many interest-
ing and favorable developments taking place, but because the utmost security is re-
quired at this time, details of our program must wait for many months, perhaps years,
to be made public.
We can only repeat, then, that our interest encompasses the whole field of sonic and
super-sonic flight, including piloted and pilotless aircraft, and research work on
guided missiles, jet propulsion and rockets. It is a challenging field, but one in
which the company's experience, facilities and personnel naturally fit, and we look
for continuing activity in this work for an extended period of time.
After many months of secret development , the Navy has finally taken the wraps off
the newest Ryan combat plane, the XF2R-1 gas turbine- jet fighter, which has been
flying for the past two months at the government's Muroc Dry Lake test base and at
our factory here in San Diego,
Far more formidable than the FR-1 , the new shark-nosed fighter has much greater
speed and climb than the original Fireball model. It is the first Navy combat plane
and the second of any type in this country, to be powered with a gas turbine engine
turning a propeller. Though actual performance of the new bullet-like XF2R-1 can-
not be released, we are able to report that the Navy rates it in the 500-mile-an-
hour class. Likewise, details of the plane's armament cannot be revealed at this
We can take a great deal of pride in the success of our present test programs . Not
only is the XF2R-1 performing more satisfactorily than any other plane using a
"prop- jet" (gas turbine driving a propeller), but at the same time o\ir flight re-
1^^^ A Quarter Century of Leadership in Aviation §^4/
search people are running evaluation tests on yet another fighter type. Details of
this latter plane, however, will not be available for release for several months.
Pioneering the "prop- .jet" engine field for the Bureau of Aeronautics , the XF2R-1 is
serving as a flying laboratory to obtain operational experience with this nev; type
power plant, its propeller and other engine accessories. Our new plane became the
first in this country powered by a "prop-jet" engine to make a cross-country flight
when test pilot Al Conover recently flew from Muroc to the factory at San Diego,
where it is now based for further tests.
Like the basic FR-1 Fireball Navy fighter , the new Ryan XF2R-1 uses a two-engine
power plant combination, with the front engine turning a propeller. The XF2R-1,
however, is an all- jet airplane in that power for the propeller is supplied by a
General Electric TG-100 gas tvirbine "prop- jet" engine. In the original FR-1 de-
sign, the propeller was driven by a conventional reciprocating engine. As in the
FR-1 model, the XF2R-1 has a separate thermal jet engine insteilled in the aft fuse-
lage section to supplement power of the propeller in giving peak performance for
terrific bursts of speed and phenomenal climb.
The propeller-plus-jet engine combination , as first used in the Ryan FR-1 Fireball,
has been demonstrated as highly effective in giving peak performance over a wide
range of speeds and altitudes. The propeller-pulled, jet-pushed combination power
arrangement of both Ryan models provides higher thrust than any other arrangement
for the extreme acceleration rate needed for qxiick take-offs and maximum rate of
climb. The short take-off characteristic is particularly important, of course, in
aircraft carrier operation.
This type of composite power has resulted in an excellent combination of desirable
fighter plane characteristics, including high speed over a wide range of altitudes,
making both Fireballs "all-altitude", rather than just "critical altitude" high
speed craft. In addition, the Ryan composite-powered planes have an extremely high
sustained rate of climb at all altitude, short take-off, extreme maneuverability,
slow landing speed, good combat radius and heavy firepower — each with its rela-
tive degree of in?)ortance to the others.
The forward engine in the new "dark shark" Fireball research plane is a General
Electric TG-100 "prop-jet" which provides a two-way harnessing of gas turbine power
to drive a propeller and at the same time boost with jet thrust. About three-
fourths of the available power is absorbed by the prooeUer, the remaining one-
foTirth being supplied by thrust of the jet exhaust stream which nozzles into troughs
on either side of the fuselage, just below the cockpit.
The engine in the aft fuselage of the XF2R-1 is a General Electric I-i6, and is the
same thermal jet unit as installed in the earlier FR-1 model. Total power of the
two jet engines of the XF2R-1 is considerably in excess of that of the conventional
and jet engine combination of the FR-1, This increase in available power is ob-
tained with a proportionately small increase in gross weight.
Someday the vicious spiral of higher wages and higher prices must come to an end;
or we're in for a "bust" in the covintry's economy. Wages and prices are inseparably
tied together. Every time wages and prices spiral upward we all stanl to lose, un-
less the higher wages have been earned by increased production ; or the higher prices
justified by better quality or greater utility .
Let's take a look at what has happened . To get out war pi*oduction, higher and
higher wages were offered. Longer work weeks were adopted and large premiums in
overtime were paid. A life and death struggle for the very existence of our coim-
try was in progress, so such measures were sponsored by the government.
Production for vra.r rose to tremendous levels , but when the war was over a major re-
adjustment to the production of civilian goods had to be made. But before there was
time to get the output of consumer goods flowing, the nation's industry was hit by
a series of long and serious work stoppages. Production was resumed only vihen large
increases in wage rates were made.
Because wages represent the major cost in practically all products , these higher wage
costs per hour of irork increased the unit cost of what the workers made, and prices
joined wages in the upward spiral. Actually, the only way an increased wage rate
could have been paid without increasing prices was by proportionate gains in pro-
duction, but in most cases output barely was maintained at previous levels and in some
cases actually decreased. Thus, adversely affected by work stoppages and high wages,
production of civilian goods sufficient to absorb and then exceed demand was serious
delayed, and basic manufacturing costs, and prices to the consumer, were forced still
To pay the increased costs which this first group of workers had caused, employees
in other plants asked for more money. But they, too, did not increase production to
pay for the higher wages they vron, and so the price of what they made ailso rose. Now
the first group of workers is back again and the dizzy whirl goes on.
Today, we are at the point where it must be decided whether it is best for the coun-
try to do the same thing all over again with everyone losing. The start of a cycle
identical to the one of a year ago is now threatened, but it can be prevented. If
work stoppages and vinjustified increases in manufacturing costs are eliminated, pro-
duction can overwhelm the market with goods. Then the working of the old reliable
law of supply and demand vrill do what we all want; that is, increase "real wages"
- the pvirchasing power of a day's work - by bringing prices down.
If any concerns in industry raise prices more than necessary to assure a reasonable
and necessary profit, they will be knocked into line so quickly by competitive busi-
ness which can supply the demand at fair prices, that it will make their heads swim.
That is the only way possible to keep prices in line; no government regulations ever
have done so nor can they. The only way to stop inflation is to stop increasing costs
and to increase the volume of goods . It will workl It always has I The law of sup-
ply and demand is a natural law like the law of gravity; it is not an experiment or
We can all clearly see vgfaat has happened in the spiral we've experienced to date.
Wage rate increases have been cancelled out vdthin a short time by price increases.
Therefore real wages - the purchasing power of a day's viork - soon lost all they had
gained. And some further serious things took place. The life savings, bonds, life
insurance policies and fixed investments owned by everyone shrunk in real value.
Thousands of people who depend on fixed income from savings, pension, annuities and
insurance benefits find they have already shrunk to a fraction of their intended
Basically, the worl^r's pay check represents his prx^portionate share of what he and
his fellow employees have produced; and in a wider sense it represents his share in
what has been made by all industry throughout the country. He converts this check
into "real wages" when he trades it for his shai^ of the actual products which the
whole country has made. The more things there are produced, the more there is to
be shared by all who had a part in making them. That's the only way each of us can
better our position and increase our standard of living. American business and la-
bor must work together in harmony toward that objective or face seeing the dollars
wrtiich we are paid approach step by step the point where they are of virtually no
value in purchasing power*
Manufacturers of "After Burner3 "o That is one of the phrases we are using in our ad-
vertising program to identify the scope of present development and production work in
our Metal Products Division. This new field of activity was recently referred to in
American Aviation Magazine and an excerpt from that authoritative journal was reprint-
ed in the News-Letter of November 8th,
Though security regulations do not permit a technical discussion at this time of
Ryan's special developments in this field, we are now able to clarify the vrork some-
what. A recent article in Aeronautical Engineering Review discussing jet engines
with particular reference to "The Afterburning Combustor, " has this to say: "The
use of an auxiliary combustor between the turbine and exhaust nozzle of a turbojet
engine results in gains of thrust of up to $0 per cent under static conditions ard
80 per cent at 600 m.p.h,
"This represents a substantial gadn , and although it is accompanied by a large in-
crease in specific fuel consumption, afterburning would normally only be used for
short bursts where high power is needed The principal development problems
associated with the afterburning combustor arise from the high temperature involved."
This then outlines in general terms the new work our research engineers have under-
taken; an assignment which is particularly appropriate for our company because of our
\mique role as builders of jet planes and fabricators of heat-resistant metals.
The fame of Ryan's lightplane muffler is spreading i Most recent, yet most unlikely
place we expected to hear of the muffler being discussed was the British House of
Commons. A member of Parliament asked the Minister of Supply if he would investigate
reports which had reached England "of the development by the Ryan Aeronautical Com-
pany of a light-vreight stainless steel muffler to eliminate 90 percent of the noise
of 65-85 horsepower aircraft engines." Apparently the problem of xmdue noise in the
vicinity of airports is as of much concern in England as it is here.
RYAN AERONAUTICAL COMPANY
LINDBERGH FIELD, SAN DIEGO, CALIF.
SILVER ANNIVERSARY YEAR
April 15, 1947
With completion of modification of FR-I Fireballs here at the plant, including
installation of aircraft rocket launchers and other items to place the planes in
full operational condition, the Navy's squadron of these Jet-plus-propeller
fighters is ready for sea duty. The Fireballs comprise the fighter squadron of
Air Group One and operate aboard the escort carrier "Badoeng Strait", formerly
flagship of Rear Admiral Dixwell Ketcham and now the flagship of Rear Admiral
John M. Hoskins, Commander of Carrier Division |7. As reported to Ncws-Letter
readers in the issue of September 30th, Admiral Ketcham was the first officer of
that rank to fly the Fireball.
The first mechanized production line in the metallic casket manufacturing indus-
try is now operating in the Ryan plant, and from it is flowing an ever-increasing
volume of the highest quality chrome-nickel casket shel fs ever available to the
funeral service industry. A great deal of preparation has been necessary, and
much time and effort has been expended in setting up the manufacturing processes
on an efficient, line-assembly basis. The difficult period of getting the cas-
ket shells through the development stage has now been passed and indications are
that this operation will prove to be as important and profitable as planned.
An immediate increase in production schedules by adding a second shift to double
the delivery rate of casket shells was announced to stockholders at the corpora-
tion's annual meeting, March 18th. The volume of casket production was approach-
ing the capacity of manufacturing equipment available when used on the one-shift
basis which had been in effect.
Such comparatively high utilization of plant facilities in this post-war read-
justment period makes possible overhead costs that are not excessive. The ad-
dition of a full second shift will have the favorable effect of lowering over-
head rates and increasing efficiency still further.
Casket manufacturers who have had an opportunity to see the Ryan casket shells
being built on the production line have stated that it is the first time methods
of such precision and efficiency have been adopted in the building of fine cas-
kets. Discussing Ryan production after visiting the plant with £arl T. Newcomer,
our national distributor, Joe Flynn, General Manager of the Oregon Casket Com-
pany, declared that "nothing like this has ever been done before. The product
you are building, to my way of thinking, is as beautiful as any styling ever in-
troduced to the industry."
38.000 pounds of polished, high-precision steel dies are required to produce the
150 separate parts which go into this original design. Many innovations in
metal forming, incorporated for the first time in metal caskets, arc used in fab-
ricating the Ryan casket shell,
1^1^^ A Quarter Century of Leadership in Aviation 1^4/
Because the new type of gas turbine power plant around which Ryan's "Model 30"
jet-plus-propeller combat plane was designed will not be available, the Navy's
Bureau of Aeronautics has cancelled the remaining portion of that contract which
had about four more months to run. We regret that the project is not to be
carried through to completion, and that employees working on the new plane had
to be terminated, but, as the Navy pointed out, the cancellation came about
through no fault of the company. Of the workers involved in the layoffs, a
considerable number with seniority are being placed in other production depart-
Other Army and Navy contracts under which Ryan is doing advanced development
work on high-speed aircraft and jet engine accessories remain in force and are
unaffected by the one contract which was terminated. In cancelling the con-
tract, the Bureau of Aeronautics advised us the action in no way reflected upon
Ryan's performance of its contractural responsibilities, but, to the contrary,
that they were well satisfied with the production work and technical data which
had been completed up to the time of termination.
We have been host to several hundred Navy airmen and crews in recent weeks, who
have visited the Ryan plant for study of design, manufacturing, testing and
service problems of Navy combat aircraft. Preceding the hour-long plant tours
which have been personally conducted by Ryan technical experts, the pilots
listened to a series of lectures on jet propulsion, aircraft design and con-
struction, and on flying jet aircraft. Because of their status as Naval air-
men, the visiting groups had an opportunity to inspect confidential projects
on which we are working for the Bureau of Aeronautics, High point of the plant
tours was a visit to the steel-reinforced concrete test cell where a new type
jet engine was being "run in." Participating in the tours were Carrier Air
Group 21, Medium Sea Squadron Two and Air Control Squadron One, all based with
Naval units in San Diego.
It was a source of satisfaction to report to the company's owners — its stock-
holders — at the Annual Meeting and in our Annual Report recently issued, that
operations for the fiscal year ended October 31, 1946, resulted in a substantial
profit. While earnings were somewhat less than for the previous year, it was
felt that the results were satisfactory for the first full year of peacetime
business during which it was necessary to make the difficult readjustment from
abnormally high production for war to more normal operations.
Unfortunately, too few workers have a clear picture of "profits ." Profits arc
what is left, if anything, for the company's owners after everyone else has
been paid. Of the gross sales dollar taken in by this company last year, the
workers received 42^ cents. Suppliers of the materials which employees process
got another 45 cents. The tax collector came in for 4 cents and all other ex-
penses of doing business took still another 6 cents. That left just Zj cents
for the owners. (Incidentally, only about half of the corporations in America
earn any net profit in any one year).
But these are merely "book profits ." and only the part represented by cash
dividends reaches the owners of the business since, ordinarily, about half of
the "profit" is all that is paid to stockholders in cash. The balance is
"piowcd back" into the business to provide a reserve for buying new equipment
needed to keep the business going and growing. This past year, for example,
Ryan stockholders received payments in dividend checks averaging $103 per stock-
holder. However, an average of $209 was provided by each stockholder to buy
new machinery and equipment to make possible continuing jobs for Ryan workers
and to maintain the company in a position where it can complete successfully
with other manufacturers for business.
Profits are necessary if a business is to survive and provide employment. As
a great labor leader once stated the case, "The worst crime against working
people is a company which fails to operate at a profit." He knew that unless
a company can make money It will be forced out of business. An idle factory
supplies no jobs; a prosperous factory can supply more and more jobs at bet-
ter and better pay as production is increased and manufacturing costs are
lowered. How can any company stay in business, and so provide jobs, unless it
can make a reasonable profit out of ^hich to keep its equipment modern and
No one guarantees profits . But unless fair profits are forthcoming sooner or
later, the business will slowly dry up. Investors will look elsewhere and the
best kind of management and workers will depart. Sound business principles are
-the mutual concern, and to the distinct advantage, of owners and workers alike.
It is only by solid business management that the security of employees and
stockholders can be protected and improved.
Ryan &-T type trainers built many years ago continue in operation in all parts
of the world. Our commercial airplane service department tries to keep accurate
records on the ownership and location of all S-Ts but the task is difficult be-
cause such changes are not always reported back to the factory by the new
owners. Letters requesting service information and technical data keep us in
touch with many of the owners, and on other occasions pilots flying the Ryan
trainers for the first time arc thoughtful enough to write us about their ex-
periences. B. H. Thai lard of Victoria, Australia, took the time to write us
not long ago. His letter explains why it is such a task to keep an eye on all
Ryan planes in service —
"Recently I encountered my first S-T-M which had been flown in the Netherlands
East Indies and was evacuated from there to Australia (before the Japs landed)
for use by the Royal Australian Air Force for training. Since then it was ac-
quired by a commercial company here in Australia from government surplus, and
now, under registration VR-HOK is on its way to China." What Mr. Thai lard per-
haps doesn't know is that the S-T.M will be quite at home in China, for well
over a hundred of them were used there during the war for military pilot train-
ing by the Chinese Air Force.
Jet fighters and bombers , fast as they already are, are going to have an extra
kick in the tail pipe when emergency power is needed. That's what is being
reported in the newspapers about work now being done on super-power arrange-
ments known as "jet augmentation." Under contracts from the military service
our company is engaged in such work, but details of design and operation re-
main restricted. However, to summarize these newspaper accounts for News-Letter
readers, here in substance is what they report is being done.
"Jet augmentation" will be used during brief periods such as for take-off, pul-
ling up from a "wave-off" in an attempted carrier landing or in getting away
from an enemy attack. One form of jet augmentation is tail pipe burning (or
"after burning"), on which our technicians are at work. In this type, extra
fuel is injected into the stream of hot gases (about 1600 degrees Fahrenheit)
after they have passed through the turbine wheel and are headed for the ejection
nozzle. The gases consist of burned fuel and unused air. The extra fuel
sprayed into the tail pipe is burned with the unused air, and increases thrust.
Because about five times as much air as is used for combustion is taken into a
jet engine, the objective of jet augmentation is to use as much as possible of
the excess air to burn fuel so that maximum thrust can be obtained. Much of the
extra air, however, is needed to keep temperatures within the limits of the
metal alloys used in the engine.
There are other methods of obtaining jet augmentation , but they are considered
less advantageous than "after burning" which is less expensive in weight, while
having attractive possibilities for use of all the air forced into the engine.
RYAN AERONAUTICAL COMPANY
LINDBERGH FIELD. SAN DIEGO, CALIF.
SILVER ANNIVERSARY YEAR
May 22, 1947
More information concerning: the chcin^e in the company's dividend policy will
no doubt be of interest to stockholders. In line, then, vrith our policy of
keeping shareholders fully informed as to current facts pertaining to the
company, we trust the following frank information i.vill be of value in answer-
ing the natural questions which may have arisen.
The principal reasons influencing the Board of Directors to change the com-
pany dividend policy at this time were, first, the rate of earnings so far
this year is much lower than for last year and for the past several years,
and, second, the capital needs of the company in connection with development,
production and marketing of nevr products vrill increase.
The question has been asked, "?ftiat about the earned surplus of the company;
why cannot it be drawn against for dividend payments?" The ansvrer is that
earned surplus represents that portion of earnings for many years past which
was plov^Tgd back into the business. Used as additional capital for the growth
of the company, it is invested in building, equipment, working capital, etc.
The entire grovvth of the company for the past seven years, in fact, has been
made possible by this utilization of that portion of earnings re-invested in
the business, rather than by the sale of additional stock which would have
resulted in dilution of each shaireholder's proportionate interest in the com-
pany ovmership. Earned surplus is today invested in tangible assets of the
business which are necessary for its operation and further progress, and is
not in the form of cash.
These are some of the reasons why it was the soundest plan, in the considered
judgment of the Board of Directors, for this company to diange its current
dividend policy to one which considers dividends at or near the close of the
fiscal year when financial results can be determined with reasonable accuracy.
A new Navy contract for engineering studies has been signed by the company
with- the Bureau of Aeronautics as the result of proposals presented by Harry
Sutton, Ryan's Director of Engineering, during several recent conferences in
Washington. '.Vhile the scope of the new contract covers only engineering
studies at this time, the problem which our engineers and research people are
undertaking during the next few months is so advanced in concept that a practi-
cal solution would probably reslilt in authorizations for experimental manu-
facture and eventually for production.
]^ ji^ A Quarter Century of Leadership in Aviation Iy4/
Conferences new under way in the east between top Army and Navy air poli-
cy makers and representatives of the aircraft industry are being attended
by Mr. Sutton, following which he will be at the Bureau of Aeronautics for
several days in connection with Ryan combat plane contracts.
Ryan FR-1 Fireball fighters of the Navy squadron aboard the aircraft
carrier "Eadoeng Strait" have just reported one of the most successful
operational cruises since the jet-plus-propeller planes first v;ent into
service. Returning last week from naval tactical exercises, including
problems in connection with anti-submarine warfare, pilots of the Fireball
squadron reported perfect function of the planes in the air, and in take-
offs and landings from the pitching deck of the small escort-type carriers.
Entirely new tactical advantages v/hich the Ryan Fireballs give Navy pilots
have been discussed by the squadron ivith Ryan engineers, but for obvious
reasons, cannot be related in detail in this Nev/s-Letter.
Eddie Molloy, veteran Ryan production executive , has been reappointed 'ilorks
Manager, resuming the position he previously held. Due to ill health he
v.-as relieved of his heavy assignment at that time, and during the interval
•the duties of '.Yorks Manager were carried on by G. E. Barton. Since resum-
ing his position as Vforks Manager, Mr. Molloy has appointed Mr. Barton as
Production Planning Manager, and Robert Clark as Production Manager,
Ryan jet planes are scheduled to participate in the joint Array-Nayj' demon-
stration of latest combat aircraft to be given June 5th for a hundred of
the nation's top aviation editors. The planes are to be flovm in special
demonstrations for m.ember3 of the Aviation vVriters Association at the
famous Muroc desert test center during their national convention in Los
Newsreels of a demonstration flight of Ryan's XF2R-1 "Dark Shark" were
made recentlj^ here at Lindbergh Field, "San Diego, v;hen Al Conover, chief
test pilot, put the plane through its paces for the ca:r.era - including
several 500-mile-an-hour dashes across the field. The "Dark Shark" is
a research plane, and is conducting for the Navjr its first flight tests
on a gasoline turbine engine driving a propeller,
Ryan's other current research plane will be publicly annoionced early ne:ct
month. In addition, it is expected that nlthin a matter of weeks we will
also have clearance from security officers of the Navy to release some de-
tails of the Ryan jet engine thrust augmenter or after burner, about which
some mention has been made in previous Nev/s-Letters.
Contracts exceeding $30Q>Q0Q fo^^ Ryan exhaust manifold systems have been
slgied during the past month ;vlth Douglas Aircraft Co;:ipany. The exhaust
systems, to be produced by our Metal Products Division, are about equally
divided in dollar value betvreen manifold equipment for the Douglas DC-6
and C-54 airliners. The DC-6 is Douglas' newest, largest, fastest trans-
port. Ryan ejector-type exhaiist stacks, standard on the DC-6, give the
plane a more than 20 mile-an-hour boost by the jet propulsive thrust of
the gases nozzled out the exhaust system.
Production of Ryan Grecian Urn casket shells has reached a new peak in
efficiency, and simultaneously the company has supplemented the sales
activities of the Earl T. Newcomer organization, national distributors,
by sending some of our ovm men into the field to further strengthen dis-
tribution. Ryan has been well represented by sales personnel and by
display of our caskets at several important meetings recently held by
the funeral service industry.
An ample inventory of chrome nickel Grecian Urn caskets has nov; been
built up, permitting production to start on the same basic styling in
other metals. First production runs are no-;; being started in the factory
on caskets fabricated of bronze. Later, copper caskets will be manu-
factured vrith essentially the same production equipment. ViJhile pro-
duction is getting started on the nev; line of metals, shipments of the
chrome nickel models can continue to be made to the funeral service in-
dustry from the inventory which has been built up for this purpose.
RYAN AERONAUTICAL COMPANY
LINDBERGH FIELD, SAN DIEGO, CALIF.
SILVER ANNIVERSARY YEAR
June 23, 1947
The curtain of secrecy surixjunding Ryan's development o f a n "After Burner"
to boost the propulsive thrxist of jet engines has at last been partially-
lifted by the Navy, for vjhich the thrust augmentation devices are being
built. Details of the design and operation of the After Burner vj-ere re-
leased by the Bureau of Aeronautics to more than 100 of the country's fore-
most aviation ivriters at their recent convention in Los Angeles.
At the flick of a control, pilots flying combat planes equipped vrith the
After Burner will soon be able to add tremendous supplementary speed and
power to the already cyclonic force of the searing gases blasting from the
tailpipe nozzle of jet propulsion engines. The announcement also stated
that the Ryan thrust-augmentation device is the first specifically de-
signed for regular use in flight.
With .jet planes already flying at more than 600 miles an hour , the added
thrust of Ryan After Burners vrill be invaluable in breaking through the
compressibility barrier as planes approach the speed of sound. In addition,
they will be used to give added povrer for take-off, dviring combat conditions
and on all occasions v/here extra thrust and speed are required.
In ground tests , the stainless steel pipe of the unit becomes a roaring,
thundering blast furnace which can be heard blocks a^vay and from which the
colorless, searing jet stream, revealed only by heat waves, spurts at over
1,000 miles an hoiir.
In basic conception the Ryan After Burner is a ram-jet engine installed dovm-
stream from the turbine of a conventional jet engine to add more than one-
third to the power plant's normal propulsive thrust. Tliis is accomplished
by spraying fuel into the tailpipe vtere its burning adds mass and velocity
to the speeding gases of the jet stream. The problem of burning the fuel
and maintaining combustion within the After Burner's short length is a
critical one, for it is like trying to build a bonfire in a whirl^vind.
Special techniques Ryan has developed for the use and fabrication of heat-
and corrosion-resistant stainless steels, such as are used in the After
Burner tailpipe, have played an important part in the success of thr new
As the vrorld's largest user of stainless steels for aircraft , Ryan has
had the invaluable background of producing over a hundred thousand exhaust
systems to carry away the volcanic heat and gases of the huge reciprocating
engines which power America's most formidable bombers and transports. In
1^ j£,^ A Quarter Century oF Leadership in Aviation /^^/
addition, in development of the After Burner, engineers have been able to
draw upon the company's extensive research vrork in operation of the jet en-
gines and gas turbines which povrer the Ryan Fireball series of Navy fighter
All tests of After Burners to date have been made in fixed engine stands on
the ground, and vmder these static conditions have shovm substantial power
gains. However, engineers point out that in actual flight, as speeds rise,
the povfer boost from the Ryan device ivill show still greater increases over
the normal jet engine thrust output. Because it has been developed from the
outset as a practical flight povrer booster, the Ryan After Burner vri.ll un-
doubtedly be the first auxiliary povrer plant of this type to be flight tested.
All of the experience gained during the past year from our research on the
After Burner is applicable to the rarar-jet when that engine becomes a major
power plaJit for supersonic speeds, ".'fe feel confident that the company's in-
terest in the field of jet povrer and its leadership in the design and fabri-
cation of stainless steel products for aircraft use, will provide a continu-
ing and expanding source of business.
The Navy has also just issued an official press release describing some of
the research vrork v/e have conducted for thera on the operation of the turbo-
prop engine, which spins a propeller and at the same time boosts with jet
propulsion. Our XF2R-1 "Dark Shark" Fireball vfhich has served as the flying
laboratory in this work is the first Navy plane to use a turbo-prop engine.
The official Navy announcement follows:
"'."Jhat is believed to be the highest altitude reached by a turbo-prop
povrered airplane was attained on 2 May, 1947, during a routine test
flight of the Navy's new XF2R-1, Ryan built fighter, when Al Cksnover,
the contractor's test pilot, topped 39,000 feet while determining per-
formance and climb characteristics of the new fighter.
"The performance highlights the early experimental and developmental
stage of this type of power plant, upon v;hich Navy Bureau of Aeronau-
tics engineers are pinning high hopes for future applications in trans-
port and carrier types.
"Although beset by many critical structural and operational problems,
the gas turbine type of power plant conceivably holds more promise of
spectacular improvement than any other povrer plant project. '/Vhereas
it nov; appears that the conventional reciprocating engine will have a
ceiling of from 3 to 5 thousand horsepower imposed upon it by very
critical overheating and vibration difficulties, turbo-props of 6, 8
and 10 thousand horsepower do not present the same major engineering
"Lioreover, predictions are that the turbo-prop type vdll evolve from
its present experimental growth with a specific weight of one-half to
one-third that of the conventional engine now in use. Vfith vreight
horsepower ratios that low, the value of the turbo-prop to desigrsrs
of heavy cargo-transport airplanes, as well as to the lighter, high
horsepowered, carrier type, is obvious.
"The Navy XF2R-1, known as the Dark Shark Fireball because of its long,
slender nose, is the first Navy application of the turbo-prop. The en-
gine is the TG-100, developed by General Electric,
"Like its predecessor, the XF2R-1 is a prop-plus-.jet powered aircraft.
Installed in the tail is a pure jet engine, the General Electric 1-16,
which provides approximately 2300 pounds of thrust. On the 2 May climb
to service ceiling, the "Dark Shark" used both engines continuously.
"The maximum altitude of 39.160 feet was reached in less than 25 minutes.
The actual flight test closely approximates test cell operation of the
TG-100, which has been carried out at a simulated altitude of 45,000
"Test pilot Conover reported that on other occasions he had flown the
XF2R-1 to 10,000 feet in approximately 2 minutes, thus closely approxi-
mating the record for climb to that altitude, teld by a Navy Bearcat
carrier fighter. On the high altitude attempt, no effort was made to
establish maximum, low altitude climb, he said."
Development of another of our Navy experimental interceptor fighters , the
I^an XFR-4, has also been announced by the Bureau of Aeronautics. Like
other Ryan fighters it used a jet-plus-propeller power combination to give
it sensational climbing ability and speed in the 5Q0-mile-an-hour class.
Yilhile actual performance figures have not been released for either plane",
the XFR-4 is superior in both high speed and rate of climb to the XF2R-1
"Dark Shark" Fireball. The added performance of the Ryan XFR-4 is attained
by installation of a new jet engine in the aft fuselage section. This new ■
turbo-jet engine is a Vfestinghouse 24-C axial flow design and develops far
more power than the 1-16 model used in the FR-1 and XF2R-1 models.
One of the principal purposes of the XFR-4 flying laboratory project is a
study of new type flush-entry ducts which channel the air to the jet engine.
Preliminary to development of this research plane, a conventional Fireball
carriei^based fighter was converted at the Ames Aeronautical Laboratory to
test the first flush-entry duct in a full-scale airplane in the NACA's wind
Flight tests we have conducted ivith the XFR-4 are providing operational ex-
perience and jet engine ducting data v/hich will be applicable to new combat
planes under development for the Navy,
With government appropriations for naval and military airplanes reduced dras-
tically in recent months, Ryan's present aircraft assignments for the military
services are confined largely to experimental manufacture, research and de-
velopment work, and engineering and design studies. As discussed in detail
in a recent News-Letter, contracts for our "Model 30" Navy fighter were can-
celled because the jet en^ne power plant around which it was designed is not
being continued in production.
Meanwhile, excellent progress is being made in the guided missile and pilot-
less aircraft field, but this ivork probably cannot be discussed in any con-
siderable detail for many months to come. The same applies to certain en-
gineering studies we have under way for the Bureau of Aeronautics.
The first Grecian Urn casket shells to be built of bronze are now coming
from our assembly line, and initial shipments to funeral directors who have
already placed orders will be made ;vithiri the next ten days.
S even Ryan Fireball fighters flying along at 300 miles an hour, v/ith their
propellers stopped and feathered, provided one of the high points of the
recent Aviation Vfriters Association convention, 'Witnessing the unusual de-
monstration were 80 writers aboard two Navy fo\ir-engined trajisports, for which
the Fireballs provided an official aerial escort on the flight from San Fran-
cisco to Los Angeles.
V/ithout previous announcement to the writers. Fireballs of t he Navy' s VF-IS
squadron, under Commander Guy Anderson, joined up with the Naval Air Trans-
port planes in an escort formation, then one by one the front engines and
propellers stopped — but instead of having to make forced landings, as many
writers hurriedly concluded, the Ryan fighters continued to hold the forma-
tion by flying on their concealed jet engines. Many of the writers had never
before seen the Fireballs and were quick to admit that the unusual demonstra-
tion was one of the most interesting they had ever witnessed.
RYAN AERONAUTICAL COMPANY
LINDBERGH FIELD. SAN DIEGO, CALIF.
SILVER ANNIVERSARY YEAR
August 4, 1947
Vifith the purchase of the design and manufacturing; rights to the Navlon personsil
and executive type airplane from North American Aviation, Inc., Ryan is back again
in the comaercial airplane field in a substantial way vdth a proven product. As
developer of the popular four-place ship. North American has spared nothing in
making the Navion the leading airplane in its class.
Deliveries from production lines now being set up in our plant are scheduled to
begin in about 90 days. 7/hile production will be carefully geared to proven custo-
mer demand for the Navion, the manufacturing facilities we are providing vail have
a capacity of up to 10 planes per day. North American has done the finest and
most complete job of prtjduction tooling ever made available for manufacture of a
personal type aircraft.
In acquiring the Navion, we have a plane we feel is the finest design , and the
most satisfactory in day-to-day operation, of any in its field. It represents
the best balance of desirable qualities including rugged construction, slow land-
ing and quick take-off, large payload and high cruising speed, and safe handling
^vith comfortable stability under all flight conditions.
In addition to design and manufacturing rights , Ryan takes over the production
tooling used for all manufacturing operations, all work-in-process and all spare
parts. Deliveries of spare parts to dealers and owners are now being handled by
One of Southern California's biggest trucking .jobs since the war is now in progress
as the transfer of material and tools gets into full swing. Some idea of the mag-
nitvide of the equipment and parts involved in the move is the estimate that it will
Inquire around 500 twelve-ton truck loads, and will not be completed for about 60
We have been continuously analyzing the personal plane field for the past two years,
in considering re-entry into commer^;ial manufacture at the right time after the
temporary pent-up demand had ended smd a more accurate estimate of the tme mar-
ket volimie could be determined. That time is now at hand; and the Navion is the
ideal airplsine fol* the company's resumption of production.
Private and commercial pilots have long expressed their preference for a four-
place airplane of metal construction. More than any other plane, the Navion meets
the requiremoits of today's and tomorrow's markets. Though we have great confi-
dence in the plane itself, and in the future of private and executive flying, we
are realistic about the size of the market for the next few years and plan to
schedule our production very closely to actual sales volume.
A Quarter Century of Leadership in Aviation
Three sources of sales - domestic, export and military - vdll be aggres-
sively TiiDrked. V/hile vie inherited an established dealer organization from
Nojrth American, plans for strengthening and expanding distribution are being
studied and extensive surveys of airplane merchandising are being made.
The newest market for the Navion , which was tapped just prior to Ryan's pur-
chase, is the military. Under the designation L-17, the Army Ground Forces
and National Guard chose the Navion over other four-place planes in a flight
competition for liaison, reconnaissance, personnel and cargo carrying,
courier service and general communications vork. The initial orders v/er^
for a total of 83 planes.
Coupling the Ryan company's 25 years' experience in the aircraft business ,
much of which has been related to the manufacture and sales of personal
and commercial planes, with the outstanding quality of the Navion plane
and the enthusiasm of Ryan executives and iivorkers for the new program, the
opportunity open to the organization is a very real and challenging one.
The company's post-war program is well rounded out by purchase of the
Navion. Our airplane manufacturing ivill novi be represented by both com-
mercial and military types. Too, manufacture of exhaust manifold equip-
ment, jet engine components, and suitable coninercial items in our Metal
Products Division will be continued on a substantial scale.
The policy of Ryan maiageraent for re-hiring its fonoer employeos , and the
preference of those former workers for employment at Ryan, has been strik-
ingly shown by recent personnel records. A survey of our past four months
employment shows that ^3% of those who have been accepted by the personnel
department are former employees we have called back for either re-liire or
re-instat eme nt .
Where both management and employee know the record of the other , there is
mutual vmderstanding. And, because the resumption of the vtorker-company
relationship has been actively sought by both, as in the employment record
of recent months, it is the best sort of evidence of the healthy industrial
relations which exist at Ryan.
Jet-propelled Navy planes made their first appearance in Pacific Fleet
war games recently when Ryan Fireballs rose from the deck of the escort
carrier "Badoeng Strait" to defend a surface force f ix)m shore-based attack
planes. The 30-ship fleet, enroute from San Diego to San Francisco, \ms
under constaint simulated attack, during which the Ryan planes were on a
constant alert. The Fireball is the first carrier craft to use jet power,
and the world's first plane to combine a conventional propeller-driving
engine ;iith jet propulsion.
The largest stainless steel jet engine components ever built were ccmpleted
in the Ryan factory several months ago and delivered to the engine nenu-
facturer. Although no detailed information will be released for several
months, some general hints regarding the significance and size of the gas
turbine engine have been published.
The largest turbine-type aircraft engines knovm to be under practical
development anyivhere in the world are novf being tested in a new labora-
tory of the Wright Aeronautical Corp. It is for these engines that
Ryan's Metal Products Division has just built the huge stainless steel
exhaust and ducting systems. So large is one of the new jet engires
that Wright engineers expect the single gas turbine to approach the com-
bined power output of the four conventional type engines of the Super-
More for the money is better any day than merely more moreyl That's why
we'd all be better off if everybody were trying to get prices down instead
of trying to get wages up.
A price drop is a raise for everybody . A raise is a raise for only those
lArtio get it. Price drops mean that more people can afford to buy the
products being made in American factories and shops. They mean a surer,
steadier, longer-lasting market, which means surer, steadier, longer-
It doesn't do the country as a whole much good if 15 million workers get
raises and the other 45 million employed do not. But, vtien prices are
cut, everybody benefits 1
I^an exhaust manifold equipment figures prominently in the success of two
giant four^engined planes flown for the first time during the past month.
Latest addition to the Army Air Forces' post-war aerial fleet is the Boe-
ing B-50 Superfortress, successor to the famous B-29, \*iich was also
equipped with Ryan exhaust systems. First test flight of the new long-
range heavy bomber was made late last month.
Each of the four manifolds on the B-50 must handle the volcanic exliaust
gases of the 28-cylinder 3500 horsepovrer reciprocating engines, largest
conventional power plants flying today. The products of engine combustion
perform useful chores on the B-50. Heat is conducted to the vdng leading
edge to prevent fonaation of ice. Speeding exliaust gases, too, are chan-
neled from the manifold to spin the turbo-supercharger vfhich maintains
engine power at high altitudes and reduces fuel consumption,
Ryan manifolds will be standard equipment on the 133 B-50 Superfortress
bombers the Araiy has ordered.
liany people are often confxjsed by what they believe to be the conserve- ■
tive and (they think) anti-liberal attitude of American industry. '.Yhat
they don't understand is that industry has perhaps more frequently than
other groups found out that bureaucracy is often very far from democracy.
This was perhaps best stated by the thoughtful analyst who wrote -
"Ck)nfused liberals who owe raxiddled allegiance to the idea that govern-
ment should be omnipotently responsible for the lives of its citizens even
to the point of benevolence, seldom realize that this benevolence usually
ends up by beirg merely despotici" History has provided plsntly of examples.
Even while v/e prepare to re-enter the personal plane field , vrord con-
tinues to reach the factory of Ryan sport and training planes of for-
mer years still in active operation all over the vrorld. Latest report
comes in from Australia, where Browi and Dureau, leading representa-
tive of American aircraft firms "dovm under," tell us of the final dis-
position of the military trainers originally sold to the Netherlands
East Indies government.
"We purchased all Ryan STII trainers , vshich ;vere held by the Royal Aus-
tralian Air Force (who took them over from the Dutch Indies at the
start of the war in the Pacific). These we reconditioned for further
sale, and thus when ready for our customers are almost as good as new.
"The ma.jority of the Ryans have already been sold and were most en-
thusiastically received by their new owners. There is little doubt
that these owners will agree with you in your own opinion of the STM.
It might be of interest to note that we are exporting three Ryans to
Hong Kong to be used for flying training.
"There is no aircraft in Australia of comparable class to the Ryan.
The only conpetition in this field is that provided by Tiger Ubths and
^.Vackett Trainers. There is little need for me to say that the Ryan is
far superior to these aircraft both in design and performance."
RYAN AERONAUTICAL COMPANY
LINDBERGH FIELD, SAN DIEGO, CALIF.
SILVER ANNIVERSARy YEAR
September 29, 1947
The date of this letter to Ryan employees and stockholders is significant. It
marks the 25th Anniversary of the Ryan organization, started on this same date
in 1922 when there was not enough aviation activity in the entire country to
justify referring to it as the "aircraft industry."
During this quarter-century , your company has played a pioneering part in many
diverse phases of aviation - maniifacture of conmercial and military planes and
aircraft parts; operation of charter and airline services; training of pilots,
mechanics and engineers; operation of vrartime pilot schools for the Army; and
research programs throughout the years yMch have contributed markedly to the
high reputation of Ryan products throughout the world.
Now, as vie enter our second quarter-century , the company is starting a new and
impoirtant phase of its history. After an absence from the personal aircraft
manufacturing field for seven years, dvie very largely to the requirements of
war production, we are re-entering the raaricet with the introduction of the New
19A8 Model Ryan Navion foui>-place all-metal personal and business plane.
In the new Navion , we are c5)plying our 25 years of personal plane knovf-how to
the airplane designed and developed by North American Aviation, from whom we
recently acquired all rights to this outstanding ship. Nvimerous refinements
are being incoirporated in the new Ryan Navion to further improve its already
recognized leadership as the finest plane in its class.
The first 1948 Ryan-built Navion has already been flown and will be delivered
within a few days to one of the covintry's outstanding aviation distributing or-
ganizations, which will use it for sales demonstration work. Other planes are
already on the assembly line. Deliveries will be stepped up gradually diiring
the winter months so that by early spring, when the heavy aircraft selling sea-
son begins, Navions will be coming off the Ryan assembly line in sufficiently
large quantities to meet the indicated increasing demand for these planes.
Other important developments are taking place particularly in guided missile re-
search, but the necessity of continued military security in this new and chal-
lenging aircraft field has thus far made it inrpossible to furnish you detailed
information. Additional contracts have been received recently and an annovmce-
ment concerning them, but vdthout refei^nce to technical matters, will probably
be permitted in time for the next News-Letter.
i^^^ A Quarter Century of Leadership in Aviation /^4/
A contract was conaucamated last month for the sale of the design rights,
inventory and production tooling for ovir metal casket stells to the Boyer-
tovm Burial Casket Company of Pennsylvania. We have found it advantageous
to discontinue our only non-aeronautical activity, and to concentrate our
program on commercial and military aircraft, and on metal products for the
When Ryan acquired design and manufacturing rights to the Navion from North
American Aviation, negotiations were begun for the sale of the casket manu-
facturing program to a con?)any already established in that field. These
negotiations have now been successfully completed. Boyertown, one of the
oldest and best firms in the field, has already started to take delivery of
tools and completed casket shells and is preparing to continue production
of this superior type casket shell developed by Ryan.
The Navy has finally pemitted the disclosure of soms of the results of the
research program Ryan conducted for the Bureau of Aeronautics on our XF2R-1
"Dark Shark" Fireball fighter. This plane was the Navy's first to use a
turbo-prop engine — that is a gas tiorbine engine which drives a propeller
as well as provides thrust by jet propulsion.
Perhaps the most interesting technical development on this plane, which may
now be published, is the use of a reversible pitch propeller. "Diig pennits
a new system of "braking" the speed of the plane in the air by flattening
the pitch of the propeller during the final landing approach. This increases
the "drag" so much that the plane has a steeper gliding angle and a much
shorter landing roll.
So effective was the drag-creating feature of the reversing propeller that
Ryan's test pilot expressed the belief that normal r^Jnway landings could be
made in a distance no greater than the length of large aircraft carriers of
the Midway class.
With three months of close association with the NavLon project, we find that
the enthusiasm amd confidence everyone has in the plane continues to grow
with each passing day. This has been particularly enphasized in our contacts
with the distributors and dealers who sold Navions under the North American
Without exception , these men and their organizations, who are the ones who
must make the actual sales to c\istomers, tell us they have found the Navion
to be basically by far the finest airplane which has ever been developed in
its class. Certain minor refinements in appointments and maintenance featvires
have been suggested by these men on the basis of their long experience in
selling the plane, and these in many cases are being incorporated in the first
Ryan-built plane to come off our production line.
Over and, over again, however, these distributors stress their conviction
that the Navion is superior to all other available planes because it repre-
sents the finest balance of the aircraft qualities sought by both experi-
enced and novice pilots. Such expressions as "The Navion has an unbe-
lievable balance of good design" and "There is no comparable ship on the
market" keep cropping up in their conversation.
Probably the clearest picture you can get of the high regard in vjhich the
Navion is held is to let you read the following letter one of our distribu-
tors recently received. The writer is Richard D. Grant, public relations
counsellor, of Boston, Massachusetts.
"I was very glad to learn that Ryan Aeronautical Compsiny had acquired
the manufacturing rights to the Navion airplane and vd.ll continue pro-
duction of this superior personal aircraft. I find it easy to agree
with T. Claude Ryan's published statement that no major engineering
changes will be necessary in the Navion for some time to come because
of the advanced design and performance of the present model.
"Idy own confidence in the Navion was expressed by the purchase of one
of the last of these planes produced by North American Aviation at a
time TNhen it was by no means certain that they would continue to be
built for the market.
"Hy preference for this aircraft is not confined to features usually
emphasized in the sales of airplanes to private owners, although it
has them all, namely; speed, rate-of-climb, load carrying capacity,
and durability. VJhat I like best abovtt my Navion is that so little
effort is required to f3y it that I can make long cross-country trips
without suffering a trace of fatigue. It used to be said of pilots
lacking skill and flying sense that, instead of flying the airplane, •
the airplane flew them. This, however, is literally true of the Navion.
Its built-in safety characteristics are such that one almost has to be
deliberately careless to get into trouble.
"My Navion is a business investment. Frequently I have occasion to
take clients with me as passengers. Most of them are people who never
before have touched the controls of an airplane. With a few simple
instructions they have all been able to handle the plane in the air so
well that I am sure that some eventually will be converts to personal
flying. Several have told me they have a greater sense of security in
my Navion than when using a regular airline transportation. All of
this adds up, of course, to a feeling of confidence and friendly contact
which helps to maintain business relationships which coiiLd be achieved
in no other way.
"I recently took a twD-and-half day business trip in my airplane, which,
even including overnight stops as travel time, could not have been dup-
licated in a week of continuous surface transportation. I couldn't have
made it by airline at all because they make only big tovm stops. On
most of the route I encoimtered conditions of poor visibility but this
did not bother me since I have installed ADF in my Navion and the plane
vdll fly "hands off" in all but the nest turbulent air. The ADF, or
radio compass, is, of covirse, extra equipment but I know of no other
light personal aircraft capable of carrying such extra weight vdthout
sacrificing a good part of its pay load.
"The Navion surely is, as the advertisements proclaim, 'The Airplane
That Means Business', but it is also a great deal more. It is the most
ruggedly constzructed, comfortable, safe, and — in its weight class —
the most economical operating airplane I have seen. Furthermore, it is
the most talked about plane to be built since the war. Everywhere I go
people gather around my Navion to admire its smooth lines and to ask
questions. A fevr weeks ago. Collier Magazine referred to the Navion as
'Grandma's airplane' and I am sxire, from my own experience, that a fly-
ing grandmother wouldn't have too much trouble being checked out."
Two questions we're frequently asked about the Navion are where did we get
the name, and how should it be pronounced? "Navion" is a contraction of
the initials "N. A." (for North American) and the French word "avion," mean-
ing airplane. The name is so well Established by advertising and by the
thousand planes being flown that we felt continuation of the Navion identi-
fication najne represented an extremely valuable asset we should not give up.
Navion is pronounced "NAVY-ONN " with a hard A (the first part as in U. S.
"Navy" and the ending rhyming with the name "Don"),
We know you'd like to see a picture of the Navion and to have some additional
information about the plane. The enclosed reprint of the first advertisement
featuring the New Navion by I^i-an may serve this purpose.
RYAN AERONAUTICAL COMPANY
LINDBERGH FIELD, SAN DIEGO, CALIF.
SILVER ANNIVERSARY YEAR
January 16, 1943
Another report to stockholders and employees on current Ryan activities, by
means of these periodic News-Letters, is somewhat overdue only because the
press of business in connection with our re-entry into the personal plane
field, through purchase last summer of the Navion program, has been so heavy
these past few months.
Practically the full-time effort of a substantial portion of our key personnel
since my last report to you has been devoted to the task of getting the Navion
production and sales program off to a good start. But before bringing you up
to date on our Navion program, here are some interesting reports on our other
act iv i ties.
Emergence of the Ryan Aeronautical Company as a leader in the new field of
guided missile research is indicated by the recent announcement that the U. S.
Air Force has increased by $1,070,000 its already substantial commitments with
the company for development and manufacture of a new type controlled weapon we
Since starting its research program on guided missiles and pilotless aircraft
more than a year ago, Ryan has concentrated on development work in a specialized
phase of this broad and important field. As a result, the Air Force has three
times increased its contract, each time authorizing additional and more ex-
Though details of the guided missile are not releaseable as to its design or
specific military mission, Ryan engineers describe it as one of the most com-
pact weapons of its type ever designed. We have been permitted to reveal that
it has, in effect, a built-in brain capable of "doing its own thinking" once
it has been launched.
The missiles are being developed at our research laboratory and fabricated in
the Ryan plant, but actual flight testing is being done at the Alamogordo Air
Base in New Mexico, center of Air Force guided missile testing.
With an ever increasing emphasis being given the Navion personal and business
plane manufacturing program, your management felt it wise to dispose of the de-
sign rights and production tooling for its metal casket shells. Accordingly,
the entire "Grecian Urn" casket shell project was sold to the Boyertown Burial
Casket Company of Pennsylvania.
I\f^^ A Quarter Century of Leadership in Aviation fQ47
Business in our Metal Products Division continues to be a major factor in the
company's manufacturing program. For some ten years now, Ryan has been one of
the world's great producers of exhaust systems for aircraft engines, and con-
tinues to hold its dominant position. In addition, similar equipment of stain-
less steel for jet engine tail pipes and other critical gas turbine parts con-
tributes effectively to our metal products manufacturing program.
More than $1.350.000 in new business has been received in this division in the
past 90 days. Practically every important aircraft manufacturer is represented
in the list of those purchasing new exhaust systems and other metal equipment
items. Substantial orders were placed by Boeing, Consolidated, Douglas, Fair-
child, Lockheed, North American and Northrop to list only major manufacturers.
In addition, such specialized manufacturers as Airesearch and Aerojet con-
tracted for exhaust heaters and rocket motor assemblies. On Boeing four-
engined planes alone, Ryan manifolds are specified for the three principal types
now in production — the new B-50 Superfortress, the military C-97 Strato-
freighter and the commercial Stratocru i ser.
Orders for Ryan After-Burners . a thrust augmentation device developed by our
research engineers, have also been received during this period. Through the
injection of fuel into this device, located aft of the conventional jet engine,
additional burning takes place which expands and further speeds up the pro-
pulsive thrust of the exhaust gases, thereby substantially increasing the for-
ward thrust of the plane in which it is installed.
Another new project calls for the fabrication of metal fuel tanks used by one
of the leading transport plane manufacturers to provide the additional gas
capacity required for overseas delivery of aircraft.
First supervisory employee to be retired at 65 years of age and to receive bene-
fits of the Ryan Retirement Trust is Frank Walsh, assistant foreman in the Mani-
fold Small Parts department. Walsh has been with the Ryan company eight years and
in a supervisory capacity for the past five-and-a-half years. Although the
plan has been in operation only since 1944, Walsh receives approximately $2300
as his share of benefits under the Retirement Trust, which is financed entirely
through payments made by the company.
Deliveries of 1948 model Ryan Navion four-place all-metal personal and business
planes are now hitting their stride after the months of preparation we have made
for setting up an effective manufacturing and sales program. During the spring
months, the production rate will be steadily increased to meet the substantial
backlog of orders now on hand.
An effective nation-wide, as well as foreign, distributing organization has been
established. In this country, we have granted distributor contracts to those
aircraft sales outlets, formerly serving as Navion representatives, which were
able to meet the high sales and service standards on which this company insists.
Further strengthening our sales organization, some of the country's most highly
regarded and successful aircraft distributors have recently signed new contracts
for Ryan Navion sales territories.
In Texas, second most important aircraft sales area in the entire country, for
example, we have been fortunate in signing as Ryan Navion distributor an organi-
zation headed by Les Bowman - General Aeronautics, Inc. Bowman, who for many
years was the largest single sales outlet for Stinson and Piper, has given up
representation of these planes to devote his selling efforts exclusively to the
Ryan Nav ion.
Simi I arl y. in Florida and Georgia, Carl Wootten of Wootten Aircraft Industries
has switched from representation of Beech Aircraft to take on the Ryan Navion
program. Former sales manager of Beech, Wootten was closely identified with
that company for six years, but has found that the new Ryan Navions, and this
company's sales and business policies, make it far more attractive to repre-
sent the Navion in the important Florida-Georgia area. In the Pacific North-
west, too, Ryan has obtained top representation through Washington Aircraft
and Transport Corp., headed by the widely-known engineering test-pilot Elliott
Merrill, and Rankin Aviation Industries based at Portland.
Many refinements designed to give increased owner satisfaction have been in-
corporated in the 1948 model Ryan Navions as the result of extensive surveys
by our engineers and sales executives, based on information obtained from the
more than 1000 owners of North American-built Navions. The 1948 model is com-
pletely painted In a durable, high-gloss enamel finish; the interior styling
has been greatly improved; sound-proofing and better ventilation have been pro-
vided; cruising range has been extended by the addition of extra fuel tanks;
and mechanical refinements in the fuel system and propeller have been made.
Both the owners and the Navion sales organization have expressed their satis-
faction with the Ryan organization's "know-how" in the personal plane field
as expressed by the refinements being made in the planes now being delivered.
Our policy is one of conservatism as to the volume of production and sales
scheduled for the Navion. As News-Letter readers know, Ryan was reluctant to
re-enter the market until such time as demand was stabilized at a volume more
normal than the artificially large backlog which had built up at war's end.
Orders currently on hand exceed our production schedules for the first four
months of 1948 but as we get into full production, we expect to gear the de-
livery rate very closely to market demand, which appears to be excellent for
a plane of the Navion's proven utility.
Only by intimate contact with Navion owners does one become ful ly aware of
the place the personal plane is assuming in America's everyday business life.
Let me cite three oustanding examples of the Navion's utility as they came
to my attention through correspondence with the owners -
Lee M. Cauble. of Jackson. Mississippi , is a dealer in heavy road-building
equipment. Here's a dramatic example of how his Navion is used in business.
"Leaving Jackson at 7 a.m., I had lunch at a plant in Dubuque, Iowa, where
after touring the plant I closed an important deal. That evening I had dinner
with plant executives in Kansas City, and signed a contract there the follow-
ing morning, arriving back at my office in Jackson at noon. The trip covered
1700 miles, two contracts were signed, and I was away from the office only
Three distinctly different business activities - in Minnesota, Texas and
Nevada - require constant travel by Chester Weseman, contractor, of Austin,
Minnesota, whose Navion is piloted by Glenn Hovland. When at Weseman's cit-
rus ranch near McAllen, Texas, Hovland recently got ,vord to fly to Austin,
pick up one of Iveseman's partners in a gold iTiine venture and get to the mine
at Sulphur, Nevada, as soon as possible to obtain repair parts for machinery
which had broken down. Flying from McAllen to Austin during the day, Hovland
left with his passenger the following morning at 6 a.m., had one breakfast in
North Platte, Nebraska, and another at Cheyenne, Wyoming, and landing that
evening on a salt flat near the mine. Next morning a 500-pound pump was flown
in the Navion to Reno for repair and the following day the mine was back in
In the wide open space of Montana and Wyoming , the airplane really comes into
its own as emergency transportation. Dick Reed operates two Navions in a per-
sonalized air charter service from Billings and Casper. Here's a typical day's
work for him - "Left Billings at 6 a.m. and picked up a patient at Buffalo,
Wyoming, flying him to the hospital at Rochester, Minnesota, with only one
stop. Un the return flight, I stopped at a ranch in western South Dakota in
which I have an interest, to discuss business matters. Arriving back in
Billings at 9 p.m., I received an urgent call to fly a man to Denver to sec
his son who had been critically injured. In less than commercial airline time,
I delivered my passenger at Denver, then flew back to Casper, our other opera-
tions base, to handle business matters until 2 a.m., arriving back in Billings
at 5 a.m. I had completed 3000 miles for hire, and at the same time handled
important personal business in widely separated localities, all in less than
It's no wonder that with such enthusiastic Navion owners , we here at Ryan, too,
are enthusiastic about the important part the Navion will continue to play in
the country's personal-business aircraft field and in our own business.
Vj^^S^^*^::^ (/ <:^i,,-v^
RYAN AERONAUTICAL COMPANY
LINDBERGH FIELD, SAN DIEGO, CALIF.
SILVER ANNIVERSARY YEAR
With activity again at a high pace following the settlement of the six-
weeks* stril<e which had resulted in decreased production, it may be help-
ful to summarize the company's present activities in order to bring
stockholders and employees fully up-to-date on developments here at the
Ryan Aeronautical Company.
Our two basic product lines - those of the Airplane Division and of the
Metal Products Division - each represent approximately half of the cur-
rent business volume. Though each will later be discussed in detail,
in brief outline here are the principal projects in each division:
METAL PRODUCTS DIVISION
Ryan Nav i on Business Planes
Ryan Nav i on Military Planes
Guided Missile Development
Jet Target Plane Development
Confidential Navy Project
Exhaust Manifold Systems
Jet and Rocket Engine Components
Aircraft Components Manufacture
RYAN NAV I ON PERSONAL-BUSINESS PLANES
Since taking over the four-place all-metal Navion plane project last year
from North American Aviation, the position of this outstanding personal-
business plane in the commercial aircraft field has been further forti-
fied. With the refinements in design and appointments which Ryan has
added as the result of more than a quarter-century experience in this
field, the demand for the 1948 model Ryan Navion continues very strong
and has consistently exceeded production schedules. This is an unusual
and extremely healthy condition for any manufacturer of personal aircraft.
An already strong and effective sales organization for both domestic and
export distribution is being further strengthened at this time. Current
production is four Ryan Navions per working day. More than 350 Ryan
Navions have been built and sold since production was undertaken early
this year, and 540 are scheduled for completion by the end of October.
I\f^^ A Quarter Century of Leadership in Aviation 1^4/
RYAN NAVION MILITARY PLANES
A $2,500,000 contract with the U. S. Air Force for 158 military Ryan
Navion model L-I7B liaison planes, plus spare parts equivalent in dol-
lar value to approximately another 60 airplanes, has just been received.
The Ryan Navion military L-l7Bs are to be used by the Army Field Forces
and the National Guard. Approximately one-third of the new planes will
be assigned to occupation forces abroad, another third to Army Field
Forces in this country, and the remaining third to National Guard units.
Deliveries of the L-I7B planes will begin within the next two months and
will continue until early spring. These will be built on the same pro-
duction lines as the commercial Ryan Navions. The Army order comes at
the most favorable time because it will permit an even flow of production
through the winter months, when commercial plane schedules are normally
reduced because of decreased seasonal demand.
The Army will use the planes for personnel and cargo carrying, general
communications assignments and light transport operations. Because of
their unusual ability to operate efficiently from small, rough fields,
plus their rugged construction and proven ease and safety of operation,
the Ryan Navions are ideal for this type of military service.
GUIDED MISSILE DEVELCPMENT
Due to military security regulations little information can yet be re-
leased regarding Ryan's work in the field of guided missile design and
manufacture, though the Ryan "Firebird" project has been under way for
well over a year, and is scheduled for continued development. Total or-
ders for this work have been approximately $2,000,000. Research and
fabrication is done at the Ryan plant, with actual flight testing by
Army and Ryan technicians being conducted at the Alamogordo Air Base in
JET TARGET PLANE DEVELOPMENT
The company is proud to have recently been selected over 17 competitors
for a new joint Air Force-Navy project for the design and production of
a service test quantity of high speed, jet-powered aircraft to be used
as target planes.
There was unusually stiff competition between the country's major air-
craft manufacturers for this particular project because of its out-
standing future possibilities. Eighteen aircraft companies and several
other contractors were invited to make proposals and 14 actual designs
and bids were submitted for the XQ-2 target plane order. Our company's
design was given the highest evaluation by the Air Force and was awarded
This new pilotless Ryan jet plane is less than half the size of standard
fighter aircraft, and will be used as a target plane for anti-aircraft
gunnery, combat plane gunnery and interception problems. No technical
details can be released at this time. The project is ideally adapted to
the company's engineering experience and physical facilities.
CONFIDENTIAL NAVY PROJECT
Meantime, important progress continues to be made on separate aircraft
design and engineering research work of very advanced nature which Ryan
is making for the Navy. This study has been under way for many months
and will be continued. An extension and increase of this contract is
now being negotiated. Due to the restricted nature of this work, no de-
tai I s are rel easablc.
EXHAUST MANIFOLD SYSTEMS
Because of its extensive experience in the field of design and fabrica-
tion of heat- and corrosion-resistant stainless steel products for air-
craft use, Ryan continues to hold its important position of leadership
as one of the largest sources of exhaust manifold systems.
For many years Ryan has produced manifolds under contract to practi-
cally every major aircraft manufacturer in the United States for the
country's most modern military, passenger and transport aircraft. These
exhaust systems are for installation on the huge conventional internal
combustion aircraft engines which drive the propellers of many multi-
engined and sing I e-engi ned type planes.
Boeing .. Consolidated Vultee .. Douglas .. Fairchild .. Grumman ..
Lockheed .. Martin .. North American .. Northrop .. Republic .. These
and other famous names are the firms for which Ryan has long and con-
sistently designed and built exhaust manifold systems.
JET AND ROCKET ENGINE COMPONENTS
With its vast knowledge of stainless steel fabrication, it was natural
with the advent of the jet and rocket engines that Ryan should be called
upon to also manufacture heat-resistant parts for those new and powerful
engines. Tail pipes, combustion chambers and shrouds are typical of the
items Ryan now builds not only for the basic type of turbo-jet engines
but also for other gas turbine power plant types including ram and pulse
jet engines, turbo-prop engines as well as rocket power plants.
A new large contract, which is expected to assure a minimum of three years
continuous production on major assemblies of one well-known jet engine,
is now being negotiated and may be announced within a matter of weeks.
Because the jet engine Is relatively new, Ryan has participated in the
preliminary engineering and initial stages of manufacture of many new
research and experimental power plants. Many of these projects may be
expected to later reach the stage of volume production, while others of
the new power plants being developed by the various engine manufacturers
will of necessity not be carried beyond the experimental stage. The im-
portant consideration at this time is that Ryan has been in on the
"ground floor" since the jet and rocket engines first came into use, and
may be expected to maintain an important position in this field in the
Two typical projects in which Ryan has had a part may be of interest. One
is Wright Aeronautical Corporation's new "Typhoon" gas turbine engine which
both drives a propeller and provides jet propulsive thrust. For this most
powerful of aircraft engines, rumored by the press to be capable of approxi-
mately 10,000 horsepower, Ryan built the stainless steel ducting and ex-
haust system. These are the largest units of this type ever built.
Another interesting project, one for which Ryan's Metal Products Division
is building the major portion of the complete assembly, including the
rocket body, is the Navy's "Aerobee'* sounding rocket. This work is done
under direct order from the Aerojet Engineering Corp., which holds the
prime contract for this rocket from the Navy.
The "Aerobee" is a new liquid-fueled Navy rocket designed primarily for
upper atmosphere research, it attains an altitude of 78 miles and esti-
mated speed of 3000 miles an hour. In addition to being a vehicle for
upper atmosphere research, it is expected to produce data on rocket
flight which may be applicable to other guided missile projects.
AIRCRAFT COMPONENTS MANtFACTURE
With the 70-group Air Force Program now getting under way, Ryan plans to
expand production of major aircraft components which it builds under con-
tract for other airframe manufacturers.
Typical of the expanding market which this type of work represents is the
order Ryan recently obtained from Boeing Aircraft Company of Seattle,
totaling approximately $1,325,000. Under this new contract Ryan will build
the rear fuselage sections for the huge Boeing Stratocrui ser passenger air-
liners and for the Army's C-97 military cargo Stratofreighter. Both are
four-engined transports. Work on the new order has been started in our
Final Assembly building and will represent an expanding manpower require-
ment in the months ahead.
Employment at Ryan is now nearly 2000; compared with our post-war low of 850
reached last October. Modest, but steady increases in the work force are ex-
pected in the months ahead. Our present backlog of military orders, including
items being built for other companies as well as Ryan's direct contracts with the
Air Forces and Navy, total approximately $9,000,000.
Cordi al ly.